SUZUKI GSX-R1000R (2017-on) Review

Published: 20 February 2017

It’s been a long time coming but the 2017 GSX-R1000R is worth the wait

SUZUKI GSX-R1000R  (2017-on)

It’s been a long time coming but the 2017 GSX-R1000R is worth the wait

Overall Rating 5 out of 5

It’s been a long time coming but the 2017 GSX-R1000R is worth the wait. The VVT motor is packed with grunt and the 200bhp top end it needs to battle with the best. Superb electronics offer another exciting new chapter in the GSX-R1000’s story. It might need a bit of a heave to make high-speed direction changes and the standard tyres aren’t up to hard track work, but the new Suzuki is fast, fun, refined and thanks to its new electronics safer and easier to ride than ever. 

Ride Quality & Brakes 0 out of 5

Handling was never a GSX-R1000 weak point, but Suzuki has gifted their new machine a compact new aluminium beam frame and longer swingarm to sharpen things up. 

New Showa ‘Balance Free’ forks and ‘Balance Free Cushion lite’ rear shock (similar to the ZX-10R’s) give a plush ride and lots of feeling for grip. But the standard set-up is road-soft and needs tweaking for the circuit. 

Low speed agility is superb, but it takes effort to make quick direction changes at speed and hold a line in faster corners. It’s here where the stiffer-set, pointier superbikes, like 1299 Panigale, RSV4 RF and R1 are crisper on track. 

With revised Brembo caliper settings and bigger discs (up 10mm to 320mm) the stopping power is strong, but there’s a little bit of feel missing and some fade after a handful of hard laps, which seems to be the hallmark of the latest Japanese braking systems. But the GSX-R’s brakes have more bite than those on the R1 and ZX-10R.

Engine 5 out of 5

Stab the one-touch starter (and no need to pull the clutch in now) and the over-square 999cc inline four-cylinder motor barks into life. It’s as gloriously raw and angry as ever, snorting and growling through airbox and titanium pipe (let’s not mention the end can).
The Suzuki is fast. It’s not just a bit quicker than the trusty old bike, it’s ZX-10R-R1-1299 Panigale quick, as it would be with a claimed 199bhp oozing from its shrunken new engine cases.  

But more impressively there’s a torrent of power right through the rev range, thanks to Suzuki’s ‘Broad Power System’ which includes new exhaust valves, secondary injectors, dual stage inlet trumpets and of course the eagerly anticipated new Variable Valve Timing.
The new motor combines old-school GSX-R1000 grunt, with a modern superbike top end rush, a flawless power curve and an accurate throttle. Think svelte ZX-10R with added midrange punch. 

There’s so much grunt you can go a gear higher through corners and still be rapid, which is good news on the road where you surf grunt, away from the upper reaches of the rev range.
A new six-speed, close ratio cassette gearbox slices through cogs with blade-like precision and is ably assisted by a super-slick electronic quickshifter and autoblipper system.

Build Quality & Reliability 4 out of 5

Suzukis never go bang so you’ll have no problem with reliability. Built quality is decent, but not quite at the level of its rivals.

Insurance, running costs & value 4 out of 5

This R model is cheaper than a top spec S1000RR, R1M, Blade SP, RSV4 RF and ZX-10RR, but slightly more than the R1, base Blade, S1000RR and ZX-10R. The base model GSX-R1000 is the best value and costs less than all its superbike rivals. 

Insurance group: 17 of 17 – compare motorcycle insurance quotes now.

Equipment 5 out of 5

As well as fully-adjustable suspension, a multi-function LCD dash, quickshifter and autoblipper, this is the first GSX-R1000 to come with a full suit of electronic ride aids including ride-by-wire, a choice of three riding modes and anti-stall (rpm is monitored and adjusted when you pull away or ride slowly). 

Wheelie, launch and a 10-stage traction control are all controlled by a six axis Inertial Measurement Unit (IMU), which is right up there with the best systems found on the R1, ZX-10R, RSV4 RF and 1299 Panigale. 

Traction control holds you safely into a spin or slide when you crack the gas. Open the throttle more and you drive forward smoothly with no electronic cuts or splutters. It’s a piece of cake to get used to and lean on within a few laps.

It’s the same story with the wheelie control. It softly retards power as the front lifts under hard acceleration, saving you the effort of having to climb over the front wheel trying to control all that power. And if you don’t believe in electronics you can turn the traction and wheelie control off.  

Lean-sensitive cornering ABS is a no-brainer for the road, but it intrudes slightly on the track under very heavy braking and can’t be switched off. 

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Facts & Figures

Model info
Year introduced 2017
Year discontinued -
New price £16,099
Used price £13,000 to £16,300
Warranty term Two years
Running costs
Insurance group 17 of 17
Annual road tax £85
Annual service cost -
Performance
Max power 199 bhp
Max torque 87 ft-lb
Top speed 180 mph
1/4-mile acceleration -
Average fuel consumption -
Tank range -
Specification
Engine size 999cc
Engine type Liquid-cooled, 16v, inline four
Frame type Aluminium twin spar
Fuel capacity 16 litres
Seat height 825mm
Bike weight 203kg
Front suspension 43mm Showa Big Piston forks fully adjustable
Rear suspension Single Showa rear shock, fully adjustable
Front brake 2 x 320mm discs with Brembo four-piston radial caliper.
Rear brake 220mm single disc with single-piston caliper.
Front tyre size 120/70 x 17
Rear tyre size 190/55 x 17

History & Versions

Model history

2001: GSX-R1000 K1 launched and begins its reign at the top for the next five years.
2003: The K3 was a complete mechanical and cosmetic overhaul with more power, torque and less weight.
2005: The iconic K5 was born and was the lightest, gruntiest GSX-R1000 to date.
2007: The K7 came with a more powerful engine, but less low down oomph. It spouted twin pipes, gained more weight and lost its crown to the new 16 valve R1.
2009: K9 was a complete overhaul and came with a new short-stroke motor, but didn’t feel too different to the previous model. It also had Showa Big Piston Forks, a banana-shaped swingarm, a cable clutch and monobloc four-piston calipers.
2012 – Minor update and facelift. 
2017 – All-singing, electronics-packed 199bhp GSX-R1000 hits showrooms…at last.

Other versions

Base model: Lower spec suspension and standard ABS. It does without R’s quickshifter/autoblipper, lightweight top yoke, LED position lights and black-faced dash layout. 

Photo Gallery

  • SUZUKI GSX-R1000R  (2017-on)
  • SUZUKI GSX-R1000R  (2017-on)
  • SUZUKI GSX-R1000R  (2017-on)
  • SUZUKI GSX-R1000R  (2017-on)
  • SUZUKI GSX-R1000R  (2017-on)
  • SUZUKI GSX-R1000R  (2017-on)
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