A longer wheelbase makes for fewer wheelies coming out of slow corners on track, which will please the racers. Forks are a huge improvement on the under-damped units on the Suzuki GSX-R1000 K5/K6, and like the rear shock has high and low speed compression damping.
But with the extra adjustment on offer there’s more scope for mucking up the handling, making the GSX-R1000 K7 slow steering and twitchy on the bumps. Dial in the right settings and it’s pure stable, confidence-inspiring Suzuki GSX-R1000.
On full-power ‘default mode’ the low rpm power on the Suzuki GSX-R1000 has been softened to allow for more absolute power at top revs (maximum power is now made 1000rpm higher in the revs at 12,000rpm), which means the GSX-R1000 K7 is missing some of the instant, neck snapping power it was able to dish out at walking speeds.
No mater because this makes the Suzuki GSX-R1000 K7 more docile when squeezing on the gas exiting corners, which is good. There’s still an ocean of mid-range torque ready for you when you open the taps, enough to seriously embarrass its revvy rivals such as the Yamaha R1, Honda Fireblade or Kawasaki ZX-10R – and of course a whole heap of howling power at high rpm.
The power delivery and throttle response of the latest Suzuki GSX-R1000 is smooth and polished beyond belief.
Although Suzuki GSX-R1000s tend to be bullet-proof mechanically and can stand tens of thousands of miles of hard use, the finish isn’t quite as good as the competition.
The paintwork on the panels and engine casings is thin and the GSX-R1000 K7’s new twin pipes look particularly cheap – although Suzuki is probably assuming people will get rid of them anyway in favour of replacement cans.
To be able to get this much technology and easy to use performance for less than nine grand is staggering. If it’s anything like the GSX-R1000 K5/K6 model you’ll be ale to use it for commuting, touring, track days and with very little modification even go racing (and be competitive) on it too – quite a feat.
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The Suzuki GSX-R1000 K7 has every toy in the superbike book: electronically-controlled steering damper, slipper clutch, fully adjustable suspension, radial brakes and master cylinder and adjustable pegs.
The ‘piece de resistance’ is the three-way power switch. Mode ‘A’ is full power, ‘B’ softens the power up to the 9000rpm-mark, then ‘releases’ to give full power at full throttle. ‘C’ cuts power at low revs and practically cuts power completely after 8000rpm, turning the Suzuki GSX-R1000 into a Suzuki SV650.