The Suzuki GSX-R1000 is capable of leading the fast group at track days or winning races but useable and stable on the road. It’s not super fast steering but it’s still a nimble bike. Really hard use can show up weaknesses in the Suzuki GSX-R1000's front brakes. Try fresh fluid and pads but if they doesn’t work, a Brembo 1920 master cylinder should help.
The Suzuki GSX-R1000 has always had the strongest engine in the 1000cc sport class – that makes it king of the gods. The Suzuki GSX-R1000's huge power on tap just above tickover, a walloping midrange and a top end rush to make you laugh all the way to the magistrates court.
Lower ratios means it outperforms the Suzuki GSX-R1000 K3-K6 models in top gear too. Pleasantly raw with enough gruff edge to excite as well.
Generally pretty robust. The gold coloured Titanium Nitride coating flakes off the Suzuki GSX-R1000's front forks but it’s only a cosmetic problem. Gearbox problems are not unknown if the Suzuki GSX-R1000 is ridden really hard – which probably means track use. The odd engine problem occurs but they’re easy to work on for a big, potentially complex engine.
You can get a Suzuki GSX-R1000 for £3000 if you look hard and buy privately. That’s a stunning deal. But the 2002 Yamaha R1 and Honda Fireblade also make superb buys on the used market – and the Blade’s a little better put together than the Suzuki. It’s still a great deal especially as most people want the later, prettier versions of the Suzuki GSX-R1000.
Insurance group: 16 of 17 – compare motorcycle insurance quotes now.
Amazingly for a class leading (borderline class redefining) hardcore sports bike, the Suzuki GSX-R1000's pretty comfy too. A sensible riding position (ok, the pegs are a tad high for all-day riding) plus soft gel filled seats and a decent fairing mean you can tour on the Suzuki GSX-R1000. There’s some under seat storage and reasonable mirrors and headlights too.