Suzuki GSX-R1000K7 - Out of the Mouth of Madness

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Bike Reviews

By Shannons - 18 June 2007

Words: Rod Chapman Pics: Rod Chapman & Suzuki

Power, precision and speed - those three words sum up what Suzuki's GSX-R1000K7 is all about, with ample measure of the first two leading to ample measure of the last, at least when the required mood and conditions present themselves.

But what those three words can't convey is the utterly addictive, completely electrifying manner in which this motorcycle will transform your world from the everyday, to something completely extraordinary. In the merest split second, a twist of the throttle will induce something approaching a sensory overload, as your surroundings blur, your muscles battle the laws of physics and your ears are filled with the intoxicating howl of an inline four-cylinder engine.

As this last paragraph may suggest, I loved riding the big Gixxer thou'. If you're of the big sportsbike persuasion, you'll love it too. And if you're not, well - chances are you'll hate it.

Debuting in 2001, the GSX-R1000 has undergone a steady and continuous program of reform and refinement. The bar's been raised yet again for 2007, and Suzuki says the K7 packs a little more horsepower, a bit more torque and better acceleration. Suzuki doesn't actually claim any horsepower or torque figures for its models these days, but with last year's model reportedly pumping out around 178bhp (at the crank), we're at least talking about a 1:1 horsepower to kilogram ratio here, and that's a lot in anyone's language.

A new engine management system now allows riders a choice of three different ride settings, which you can toggle through from A to B to C. 'A' is the default setting of the bike every time you fire it up,and affords sharp throttle response at all throttle positions. 'B' meanwhile delivers a softer throttle response at low to middle throttle settings, while 'C' provides softer throttle response at all throttle settings, by slightly reducing engine power. I found this to be a good system, and around town I usually used 'B' or 'C' to keep things smooth at lower speeds, keeping 'A' for a spirited strop through the countryside or at the track.

Also new is an Idle Speed Control (ISC), which is said to help with cold starts, while an oxygen sensor combines with an under-engine catalyser to reduce emissions. The rear brake is now a single-piston item instead of a twin-piston job, which Suzuki says reduces braking effect on the rear suspension, while new bodywork has sharpened the Gixxer's aggressive look still further.

One thing Suzuki doesn't seem to be shouting from the rooftops is the fact that the K7's claimed dry weight has increased from 166kg to 172kg. Six kilograms is a lot when it comes to this class, where precious grams are shaved here and there to keep things as trim as possible. Do you notice it when you're riding? I certainly couldn't - and if I was particularly concerned about it then I'd be addressing that question to someone a bit more qualified to answer - like Suzuki's World Superbike stars Max Biaggi or Yukio Kagayama.

So what's it like to ride? Well, the first thing that strikes you when you throw a leg over is just how light and little it feels, despite any weight increase. It feels compact and very potent, the latter underlined by the speed with which the tacho sweeps back and forth when you first turn the key in the ignition, and the muted growl that erupts from those stubby twin pipes when you stab the starter.

The ride position is racy, as you'd expect, and on longer trips you're going to feel it in your knees, wrists and neck. But if you're riding it in the manner in which it was intended - when the shift light winks that you're approaching that 13,750rpm indicated redline, the scenery is a blur and the air is filled with engine's howl - any personal discomfort will be quickly forgotten.

The steering is razor sharp. It flicks from side to side with the barest shove of a 'bar, and the whole plot feels rigid, taught and responsive. The throttle is light, and the power just keeps building as the revs increase. Around town it feels a little flat below 5000rpm, but it's not really - it's just that there's simply so much mumbo beyond this figure the low range just feels a bit limp in comparison. Once you're past 5000rpm the bike takes off like a cat that's just been drenched by a garden hose, and once you streak past 10,000rpm you'll be completely stuck for similes - because by this stage you'll be nothing more than a dribbling mess anyway.

The four-piston front Tokicos are right on the money, offering superb power and feel, while the gearbox, clutch and throttle are all super light and precise. The bodywork has been beautifully crafted, and the overall fit and finish is first rate.

In short, the GSX-R1000K7 is a gorgeous bit of equipment, but don't lay down your hard-earned before taking heed of a couple words of warning. Firstly, experienced riders only need apply. This Gixxer is wonderfully refined and user-friendly for a bike that packs such a knockout punch, but if you've only been riding for a little while, and if you've only ever been on lower capacity machines, it's a hell of a jump up. Take it easy while you acclimatize, and get some advanced rider training under your belt too. Secondly, realise that this is a sportsbike, pure and simple. If you're planning on doing a stack of miles you might like to consider something a little more roomy, a little easier to load up and a little less razor-sharp all round.

These caveats aside, it's impossible not to be impressed with the GSX-R1000. In the bike world, it's Supercar performance at a runabout price. Licences all over the country should already be starting to smoulder...

Suzuki GSX-R1000K7

Engine: 999cc, liquid-cooled, four-stroke, DOHC, 16-valve, inline four-cylinder

Bore and stroke: 73.4 x 59mm

Compression: 12.5:1

Fuel system: electronic fuel injection

Power: N/A

Torque: N/A

Transmission: six-speed

Frame: cast aluminium alloy frame

Front brake: twin 310mm discs with four-piston radial Tokico calipers

Rear brake: single 220mm disc with single-piston Tokico caliper

Front suspension: inverted 43mm forks, fully adjustable