Suzuki GSX-R1000
Best Lap: 1:21:97
This K9 version of Suzuki's flagship GSX-R1000 represents the model's first ground-up retooling since its 2001 debut. The motor is all-new, with lighter, two-piece cases and rearranged crankshaft/countershaft/driveshaft geometry that shortens the engine 2.35 inches, allowing a longer swingarm for improved rear-wheel traction. Internally, a short-stroke/big-bore redesign, with higher compression pistons and bigger valves, increase high-rpm power output.
The '09 GSX-R is different in every way, so it's surprising that it feels so similar to last year's model. The new motor is quick-revving with terrific throttle response, but it doesn't feel more powerful--in fact, it feels underpowered alongside the midrange-rich Ducati V-twin and big-bang Yamaha four. The chassis is completely reconfigured, but it maintains the same neutral, balanced attitude as before. The new bodywork is all but indistinguishable from '08, with the same stacked headlights and other signature styling cues.
The most noticeable changes are ergonomic: The '09 is tiny, with a distinct lack of legroom (despite horizontally and vertically adjustable pegs), narrow bars and a short seat-to-bar reach. The cramped cockpit tempers enthusiasm on the street, as does engine vibration transmitted through the pegs, tank and extra-thick grips anywhere under 5000 rpm. Exhaust routing that both crowds and cooks the rider's left foot earned further comfort demerits.
Ergo issues aside, the GSX-R is undeniably entertaining on the street. The strong mill and excellent rear grip produce power wheel-ies on demand, keeping the Giggy Thou's hooligan creds intact. Visit the racetrack and your impression improves even more. You don't notice the vibes when chasing the rev limiter, and the compact dimensions make it easy to move around on--and weighting the front will help this Gixxer hold a tight line.
Out of the box, the GSX-R turned slowly and ran wide on corner exits. A 3mm shock spacer and two turns of rear spring preload remedied that, allowing us to better exploit Showa's excellent Big Piston fork. Fit with oversized (39.6mm) pistons for more stability and better feedback, this fork shines, especially during deep trail braking--made easier with Tokico's new-for-'09 monoblock brake calipers. The four-way adjustable shock is new from Showa (replacing last year's Kayaba), but still overheats and fades prematurely. That's unfortunate, because a 32mm-longer swingarm and a more progressive shock linkage greatly improve rear-wheel traction and reduce squatting, as long as the shock is fresh.
The GSX-R is exactly the opposite of the 1198 at the track. The Ducati feels unstable up until about 8/10ths effort, at which point it begins to work. The Suzuki feels good right up until 8/10ths, when things begin to fall apart. Oversprung even for our heavier testers, one rider described the high-speed chassis feedback as "pattery," while another felt the fork rode too high in its stroke, overloading the rear end and causing the shock to pack up and the bike to wallow in fast corners.
The latest GSX-R1000 is all-new yet instantly familiar, with the same neutral handling and muscular motor that have helped it dominate AMA Superbike racing for the last five years. It's buzzy and bouncy out of the box, but with a bit of tweaking and tuning, significant potential will be revealed.
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