Suzuki GSX-R 1000 Motorcycle

At the start of the new millennium, many sport bike enthusiasts accepted that the era of dramatic performance increases from production machines was over. After the big gains made by Honda's CBR900RR in 1992 and Yamaha's RI six years later, they felt it would not be possible for a mass-produced bike to make such a leap again. Then Suzuki's GSX-RI000 burst onto the scene, with a devastating combination of speed and agility that left the opposition reeling and proved that the performance race was by no means over yet.

There was nothing revolutionary about this latest GSX-R, which looked so like its 750 and 600cc siblings that all three were difficult to distinguish at a glance. But there was simply no other bike on the road that came close to matching the big Suzuki's blend of monstrously powerful engine, razor-sharp handling, fierce braking and light weight.

The GSX-R1000 was the end product of all the research and development expertise that Suzuki had acquired since the original GSX-R750's launch 16 years earlier. Its 998cc engine was essentially a bored and stroked version of the most recent GSX- R750 unit, and shared some parts including much of its cylinder head with the smaller motor. Even the valves and their angles were identical, though the 1000's camshafts gave revised lift and duration. The bottom-end layout was also similar, although the 1000 had a balancer shaft plus larger bearings. The clutch and oil cooler were also bigger,the four into one exhaust system featured downpipes made from lightweight titanium, plus a Yamaha style exhaust valve for added mid-range performance.

 Peak output was 161bhp at 1l,000rpm, giving the Suzuki a 10bhp advantage over its closest rivals, Honda's FireBlade and Yamaha's RI. Frame geometry and riding position were unchanged from the 750, but the 1000's aluminium frame beams had slightly thicker outside walls, plus an extra engine mount. Even the fairing was almost identical to the 750's, but the new bike was distinguishable by its gold-finished, titanium nitride coated upside down forks and its six-piston front brake calipers. The bigger bike also had a larger, six inch wide rear wheel and 190section tyre.

From the moment that the GSX-RlOOO was unleashed, there was little doubt that the superbike balance of power had shifted again. The engine's performance was awe-inspiring, with a blend of savage top-end power, strong mid-range and precise throttle control that made the Suzuki not only fast but also remarkably easy to ride. There was no step or dip in its power delivery; just massive torque everywhere between 3000rpm and the 12,500rpm redline, accompanied by a vicious snarl from the ram-air fed airbox.

In the right conditions the GSX-R was capable of a genuine 185mph (298kmJh), and it got there mighty quickly. And the Suzuki's chassis was every bit as impressive as its engine. At 3751b (l70kg) it was only 9lb (4kg) heavier than the GSX-R750, and gained an advantage thanks to superior suspension and brakes. Both front and rear units were very progressive, soaking up small bumps and giving precise feedback, yet also coped superbly with the forces of hard cornering. The six-piston front brake calipers delivered massive stopping power with good feel and minimal fork dive.

In typical GSX-R fashion, the new bike was unashamedly racy and single-minded. It was uncomfortable at slow speed, and so fast that much of its potential was wasted on the road. That was hardly a fair criticism; a more valid one was that this largest GSX-R, although by no means unattractive, looked rather ordinary. But the bottom line was that for pure performance, the GSX-R1000 was the best standard production bike in the world.