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Suzuki GSX-R1000: From K1 to K9

By James Keen -

First rides & tests

 03 June 2009 16:33

In the June 3 issue of MCN chief road tester Trevor Franklin celebrates the Suzuki GSX-R1000 in a 6-page special feature dedicated to the ever-popular supersports machine.

With the help of the gixer thou fanatics at www.gixerjunkies.com and the tuning pros at BSD, Trev examines what it is that makes the Suzuki GSX-R1000 such a cult bike: "In the space of nine years, the GSX-R1000 has earned itself a reputation for being one of the best sports weapons around - and for good reason."

Here Trevor Franklin explains how the Suzuki GSX-R1000 has evolved from K1 to K9:

Suzuki GSX-R1000 K1-K2

Suzuki GSX-R1000 K1-K2
"The K1’s engine was essentially a GSX-R750 motor with 1mm bigger bore and 13mm longer stroke. But it worked. The K1 was capable of propelling you through favoured corners a good 10-15mph faster than you ever had before. Torque output was wide and plentiful – enough to pick the front wheel up. Handling is best described as ‘race ready’ and miles ahead of the rest."

 

Suzuki GSX-R1000 K3-K4

Suzuki GSX-R1000 K3-K4
"Claimed power up from 160bhp to 164bhp with a torque boost to match. Bore and stroke unchanged but race knowledge was employed to good effect. An all-titanium exhaust helped shave 2kg off the dry weight (now 168kg). Its measured 146bhp made the Blade and R1’s sub-130bhp outputs look very, very tame at the time."

 

Suzuki GSX-R1000 K5-K6

Suzuki GSX-R1000 K5-K6
"Capacity up to 998.6cc with a claimed 178bhp, but this was only part of the story. Bigger valves, new 52mm throttle bodies, slipper clutch and more made this a seriously powerful yet lighter engine. At 166kg, the K5 had a class leading power-to-weight figure of 1.07bhp/kg. Capable of 0-170mph in 17 seconds it was also the quickest accelerating 1000cc road bike at the time. Mad, fun and easy to ride depending on your taste."

 

Suzuki GSX-R1000 K7-K8

Suzuki GSX-R1000 K7-K8
"Another redesign. All the usual mechanicals are revamped, plus new throttle bodies and ECU. Claimed power rose to 185bhp at the crankshaft, so Suzuki fits a three-way power switch (sport, standard, wet). Euro 3 emissions law leads to a significant dip in midrange. New electronics also meant initial throttle response wasn’t the ‘instant’ switch it was. The K7’s claimed dry weight figure also shot up to 172kg (+ 6kg)."

 

Suzuki GSX-R1000 K9

Suzuki GSX-R1000 K9
"All-new with an over-square bore x stroke of 74.5 x 57.3mm, for no other reason than to improve tuning capabilities. 60mm shorter in length due to repositioned transmission shafts. Compression ratio now 12.8:1, and with new 12-hole injector nozzles it all adds up to a fatter spread of high rpm power, but claimed output remains 185bhp. Suzuki’s power switch is retained with improved throttle response time. Although peak torque has grown its midrange is lacking again, but clever ignition system masks it better."

 

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