“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.
Words: Tor Sagen/Photography: Martin Leyfield & Tor Sagen
Numbers are boring, but try to sing the Jackson 5 song whilst shifting between fuel maps and it gets a bit more exciting. Apparently the difference between A-C is 185bhp to 120bhp. 65 extra horsepower by a simple button push is like a super charger indeed.
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. As you will know by now the engine management is ride-by-wire spec which means you have several fuel mappings available. The Suzuki engineers have utilized this to make it a selling point for the new GSX-R1000.
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. B mode= restricted through the midrange with full power on top. C mode= restricted all over the power band.
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. I can tell you this right now that I do actually prefer the K6 for a number of reasons that I’ll talk about later.
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. No one wants a new superbike with better grunt, but less horsepower so there you go.
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. It leaves me with very little to say really on a roadtest as the big Suzuki soaks up bumps, is fast virtually everywhere in a very steady fashion. The brakes are more than powerful enough for most road situations and handling and safety hence well taken care off by Suzuki. The one benefit with the K7 to the K6 is the fact that the double exhaust adds extra balance, but personally I never felt like there were any balance problems on the K6 to mention. -Perhaps for racing.
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. The seat position is one of the strongest points for the GSX-R1000 as a roadbike. It is still sporty, but the lean over the tank to the handlebars are not too extreme and it feels like I have plenty of space to move about on the bike. The GSX-R is also still extremely light and flickable despite the Euro 3 slow down in weight savings. Using the tips of my boots to rock from side to side or add a little extra input to flick it from side to side is just a breeze.
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. High speed stability is out of this world and you feel like you are going slow enough to tip over at 100mph! I did get my first impressions on the motorway and it was a big feeling. One of those moments that only accompanies a special event. Any moment on an 185bhp superbike on the road is special, but since the big Suzuki maintains the King status it’s always extra special.
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. For the K7 I don’t really expect many potential buyers to actually read many road tests before deciding on getting one. It’s just one of those bikes that you know that you want even though it might not be good for you to own one. Personally I don’t think it’s that much better than the K6 to justify buying one. I’d get the K6 and would happily ride an older model at least until the next update is due. But if you have an urge for the latest of the latest wanting to sing A-B-C, easy as 1-2-3 then go for the K7. The one and only complaint of mine is the lack of midrange punch compared to the K6. That doesn’t mean that the K7 hasn’t got a very powerful midrange though.
+
Top end power rush second to none, this time with a choice
