will tend to produce greater compromises in driveability, comfort and ease
of use. But the latest crop of 1000-cc sportbikes is beginning to make that
supposition look ill-founded. And that's certainly true when it comes to the
2009 Suzuki GSX-R1000 K9. This Suzuki somehow combines mind-boggling
performance, slick ergonomics and, yes, even refinement. Let's take a ride.
The Specs
The big Gixxer is all-new for the first time in 10 years. So there's a fully
revised 999-cc inline four-cylinder that has been shortened by almost 2.5
inches as a result of stacked transmission shafts in a new two-piece
crankcase casting. The countershaft is now almost directly above the
driveshaft.
A so-called crankshaft-end lubrication system has been adopted, and the
compression ratio has been increased from 12.5 to 12.8:1. The bore-to-stroke
relationship is now even more oversquare, and the entire valvetrain has been
redesigned, with larger titanium valves throughout to allow race teams more
leeway when prepping for competition.
Clutch operation is accomplished by a mechanical cable system, again
requested by racing teams, and both oil and coolant radiators are new
race-derived shapes. To comply with the latest, more stringent noise
regulations, the K9 GSX-R1000 wears dual titanium tailpipes (400 grams
lighter than 2008's pipes) behind an underbelly catalyst chamber. The
chassis is new from the ground up, and the wheelbase is a half-inch shorter
despite a swing arm that is now 1.3 inches longer.
The rear suspension benefits from a new shock linkage, while at the front
Suzuki has employed Showa's big-piston-fork concept, which improves control,
reduces dive, and provides better front-end feel for the rider. Both ends
feature full adjustment, with rebound plus high- and low-speed damping
settings. An electronically controlled steering damper is fitted as
standard.
Weight has been pared off every part one can imagine, including the brake
calipers, which are now monoblock units grasping 12.2-inch rotors that float
on lightweight alloy pins. Yes, the wheels are lighter too, and the overall
reduction in mass, according to Suzuki chief engineer Hiroshi Iio, is 11
pounds.
As in 2008 models, Suzuki employs three selectable engine-power-delivery
maps, but has moved the selector switch to the left-hand switch module. As
before, the "A" setting provides full power (and is the default position on
start up), with the "B" position providing softer acceleration up to 50
percent throttle openings, and the "C" position dialing down the power
throughout the operating range.
The Ride
Even for one with experience aboard literbikes, the Suzuki's mind-numbing
thrust comes as a fresh reminder that 155-horsepower at the rear wheel on a
machine that weighs in at 470 pounds is not to be trifled with. In normal
riding conditions, the GSX-R needs no more than 5000 or 6000 rpm to have the
traffic drop away in the mirrors like coins down a well.
It takes real resolve to hold full throttle as the revs climb toward the
13,500-rpm redline and the engine-speed indicator LEDs wink on sequentially
to suggest an upshift. The ferocity of this bike's acceleration when the
tach is reading in five digits beggars the imagination. Few people can
really review the experience because one's mind is just so acutely focused
on staying on the bike, holding it on course, and looking ahead down the
narrowing tunnel of an overloaded visual-processing faculty. Yes, it's
insanely quick.
The irony here is that the new GSX-R1000 is a real pussycat to ride around
town. Throttle calibrations are spot on, and the clutch takeup is smooth and
predictable. There's enough power low down the rev range to easily toddle
around the suburbs. And while the shifter on our bike was a bit notchy and
switchlike in its operation, no doubt more miles of break-in would tame its
behavior to a civilized extent.
Even the riding position is comfy when compared to some of the sportbikes,
with a relatively relaxed "ergonomic triangle" (the relationship between
feet, seat and hands), and adjustable foot pegs for a little extra
fine-tuning. Wind protection is good, and the seat is wide, well padded, and
at an angle that helps spread the contact patch.
But beyond its creature comforts, the new K9's most charming attribute is
its handling. The bike responds to the bars and subtle weight shifts with
quick and easy movements. There's nothing lost between input and response,
but the machine is in no way twitchy or nervous. Indeed, the entire chassis
displays superior damping in every plane, quickly encouraging its rider to
start exploiting its huge potential.
This bike runs up the mountain at a rate that taxes the old noggin's clock
speed, but without getting near the limits of grip or ground clearance. In a
sense, it's too good for the road. Like all modern ultra-high-performance
vehicles, you have to go so fast to make it work hard that you can get well
out of your comfort zone and into legal difficulties before the machine
breaks a sweat.
That's only a downside if you are (a) sensible, and (b) mortal. And that
probably explains Suzuki's drive-mode selector (S-DMS), which allows riders
to effectively detune the bike. We have our own DMS at the right wrist. The
throttle, as they say, goes both ways. Besides, once you've pushed the
button at your left thumb to bring up the S-DMS menu, it is prone to
accidental mode shifts as you move your hand around. Better to leave it in
the default startup mode, where brief nudges are not enough to change
settings.
Hard-core bikers will ditch the dual titanium pipes for something louder,
but we liked the combination of muted exhaust growl (overlaid with a
decidedly resonant induction snarl) and the smooth operation of the
counterbalanced inline Four engine.
Along with the firm ride comes a beautifully damped suspension, with the
power you get a smooth and flexible engine, and with the rest of the
controls there's a distinct sense of quality accompanying the action.
Most of the population may look at a GSX-R1000 and see an outlaw or a
hooligan, but under the track-refugee styling lives a very well-mannered
giant. Of course, you'd need professional racing experience to fully tap
this bike's potential. But remember, it won't bite you unless it's provoked.
The Bottom Line
At $12,899, you can own a vehicle that has performance something akin to a
road-going F1 car: Zero to 60 mph in two-something seconds, the quarter-mile
in nine-something seconds at over 145 mph and passing performance that often
feels like an over-achievement of a simple task.
In sixth gear on the highway, a twist of the wrist pulls triple digits up
onto the speedo display quickly and with no trace of exertion. Staying under
90 mph on any freeway requires constant attention-that's how relaxed it
feels. The GSXR-1000 is an awful lot of machine for just thirteen large.
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