| | | | Road Test : K7 Suzuki GSX-R1000-“ABC-easy as 1-2-3” |  Written: 30/08/2007 : 14:56. Read 14870 times (23/day). | “ABC-easy as 1-2-3” is what Michael Jackson sings in the old Jackson 5 classic. We’re wondering whether the Suzuki engineers took some inspiration from Never Neverland on this one. ABC-Easy as 1-2-3, then you’ve got 4-5-6 oh so fast.
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A-B-C is alright, but try A-B-C-A and the story is different. Particularly if coming out of a roundabout on a wet morning. I didn’t though, but I did ride a hell of a lot of miles on the wet in C-mode. 
I like A and C mode, but didn’t find much use for the B mode. Most of the time I wanted to be in A mode as the acceleration is addictive on any litre sportsbike, but to get from C to A is only one click anyway and for my use it was C for touring in pissing rain in the hope I’d save petrol and A for everything else. Did I save any fuel in C-mode? Technically, yes since the revs are lower, but keep the revs down in A-mode and you have the same result-so in reality the answer is no. A mode = full power everywhere. 
This is a pure roadtest and since I was nearly arrested on the 2007 Yamaha R1 I’m more paranoid than in a long time. During my almost 14 day long test I was only able to try the flat out experience less than a handful times when it was safe to do so. -Mostly to compare it to the K6 experience. 
Suzuki might argue that the K7 is a better track bike where the throttle can stay open for longer and be opened earlier out of the corners due to a somewhat softer midrange than before. But the monstrous midrange was one of the main selling points for me on the K6 GSX-R1000 as an excellent roadbike. -2007, new bike, 185bhp but less midrange. Not necessarily a better motorcycle that in my book! I have been led to believe and tested that this was traditionally the main forte of the GSX-R1000 over Yamaha R1 in particular.
The K7 have reduced the advantage to the 2007 Yamaha R1 as far as I’m concerned and it was probably bound to happen. 
So at first I was a bit disappointed with the lack of brute force I had expected and gotten used to in the K6. But for share speed the K7 quickly makes up for the loss in midrange and the top end power rush is really impressive. It all happens so fast and speed pick up in a rate that is highly indecent on the roads so I spend less time up there than I want to.
The throttle response is instant and there are never any hiccups. Pretty much a perfect throttle mixed with perfect fuel injection. But then I am thinking, Suzuki will definitely have something even better again in 2009 so what I am stating as perfect now only lives in the moment.
Suspension and chassis are also constantly being improved in the ultimate Suzuki technical proving ground the Gixxer really is. 
From the riders seat it is still very obvious that you are riding a GSX-R. The mode buttons on the right handlebar side is a clue to the size of the engine, but Suzuki might put this system on the 600 and 750 as well in the future. 
On the motorway the K7 GSX-R1000 is sublime, here the power comes to use and long straights are eaten up in a whoosh! I can’t imagine many other bikes filtering through endless queues on the M1 from London as fast and efficient as the Gixxer. Perhaps the K6 as you can relax in lower rpms more. 
Conclusion:
No other Suzuki motorcycle is so thoroughly engineered as the GSX-R1000. It is developed next to a demanding world superbike team and nothing is left to coincidence. 
+
Top end power rush second to none, this time with a choice
Uber stable handling
Brakes are ace
-
Lacking in midrange compared to the K6
Words: Tor Sagen/Photography: Martin Leyfield & Tor Sagen
SPECIFICATIONS:
prix de vente USA: $11,399.00
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 73.4 mm x 59.0 mm
Displacement: 999 cm3 (cc)
Compression Ratio: 12.5: 1
Carburetion: Fuel injection
Oil Capacity (overhaul): 3.6L (1.0 US gal.)
Ignition: Electronic ignition (Transistorized)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed constant mesh
Primary Drive Ratio: 1.553 (73 / 47)
Final Drive Ratio: 2.529 (43 / 17)
Frame Type: Twin-spar (aluminum alloy)
Rake/Trail: 23.8 degrees / 98 mm (3.9 in.)
Suspension:
Front: Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Rear: Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Wheels: Front 17M/C x MT3.50, cast aluminium alloy
Rear: 17M/C x MT6.00, cast aluminium alloy
Brakes
Front: Radial mount, 4-piston calipers, 310 mm disc, twin
Rear: 1-piston caliper, 220 mm disc
Tyres:
Front: 120/70ZR17M/C (58W), tubeless
Rear: 190/50ZR17M/C (73W), tubeless
Fuel tank: 18.0 L (4.8 US gal.)
Overall length: 2,045 mm (80.5in.)
Overall width: 720 mm (28.3in.)
Overall height: 1,130 mm (44.5in.)
Wheelbase: 1,415 mm (55.7in.)
Seat height: 810 mm (31.9in.)
Dry weight: 172 kg (379lbs.)
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| Comments | |
 Loris-C (04-04-2008): quote: Lacking in midrange compared to the K6
WTF? we didn't ride the same bike or?
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