There’s no sense of urgency from the Japanese, it seems, to do anything about
the technological lead and sales growth being established by European
manufacturers. Only a few years ago it was unthinkable that the benchmark
superbike would be a BMW, yet not only is the S1000RR
excellent, it has already been upgraded with a package of improvements after
only two years on sale.
Suzuki’s GSX-R1000 had none of the features making headlines on the latest
bikes, such as traction control, race ABS, anti-wheelie programs or
electronic suspension adjustment, while its performance also put it among
the also-rans. Yet the new 2012 GSX-R is only a facelift model, confirmation
that the Japanese response to the freefall of motorcycle sales has been to
try to weather the storm.
One thing that hasn’t changed is the bodywork, which is almost identical to
that of the 2011 version, with some minor changes to the graphics. The main
visual differences are the brakes and exhaust – the 2012 model has a single
silencer instead of its predecessor’s pair.
The front brakes are distinctive, champagne-coloured Brembo monobloc units,
completing a state-of-the-art front end, because the GSX-R was already
fitted with the excellent Showa big piston forks. That’s about it for
chassis changes (the rest are details such as a different seat material,
although these are claimed to have reduced the overall weight by 4.4lb).
The engine has received revisions similar to those which transformed the smaller capacity GSX-R600 last year. New pistons are 11 per cent lighter, improved inter-cylinder ventilation reduces pumping losses and milder cam profiles boost the mid-range power. Normally this would be at the cost of top-end horsepower but the other changes have raised efficiency enough for the 183bhp maximum to be maintained. The pistons and new, lighter valve buckets also improve durability at high revs, which seems wise considering the 13,500rpm ceiling. Reliability is a given with Japanese superbike engines, however, and Suzuki’s are considered especially strong.
It’s a familiar feeling, then, when you get astride the bike, the riding position spacious and the ergonomics suited equally to road riding and track work. The engine revs eagerly with an aggressive snarl, the clutch bites predictably and the flagship Suzuki charges away in its tall first gear – good for 100mph – with shocking force.
In sports cars, electronics are often criticised for interfering with the fun, but a bike with 1,000bhp per ton and unforgiving behaviour is a different proposition. As I set out to relearn the Florida Homestead circuit, the Suzuki proves a great help, feeling almost as natural as a Honda Fireblade. Where it slides and loses grip in extremes it does so predictably and controllably, while driving out of corners it’s easy to feel where grip is beginning to run out and hold the power at that point.
Approaching a corner on full throttle then grabbing the brakes and banging down through the gears, the Suzuki is especially stable, although the reduced amount of dive makes the steering heavier when you try to lean into the bend. But the Brembos are excellent at progressively releasing their grip as the angle increases, and the feeling of control the front end imparts is exceptional.
Of course, it’s also extremely fast, although it’s still not a match for the latest Europeans (Ducati now, as well as BMW and Aprilia). But the extra mid-range boost shows up usefully on public roads as well as driving out of turns on the track, and because of the excellent ergonomics the GSX‑R works well in day-to-day use. The suspension feels firm, as it should, but its quality shows in a surprising amount of compliance on poor surfaces.
There is a blight, however, and that is vibration. Whatever the cause, there’s a tingling vibration at higher road speeds. At the track, some riders complained of numbing fingers, and I suspect over longer journeys this will also happen on the road, which is a shame because it spoils the otherwise smooth power delivery.
This doesn’t help with a bigger problem: while the GSX‑R is otherwise a fine bike, there’s no particular hook, no USP, to attract buyers. It does everything very well and is fun to ride, but so are other superbikes for similar money which have additional points or characters. This forces me to suspect that Suzuki will have to resort to something it has been trying to put behind it: discounting. Give it time and dealers will offer some chunky price cuts on the latest GSX-R.
THE FACTS
Suzuki GSX-R1000
Price/on sale: £10,999/now
Power/torque: 183bhp @ 11,500rpm/86lb ft @ 10,000rpm
Top speed: 180mph
Fuel tank/range: 3.85 gallons/160 miles (est)
Verdict: As ever, the big GSX-R is easy to ride, fast and good on the road, but performs below the benchmark. The tingling vibration is troublesome
Telegraph rating: Three out of five stars
RIVALS
BMW S1000RR, £12,295
Updated for 2012 with a smoother power delivery and more mid-range torque, it would still have been the benchmark without these. The price is significantly higher than the Suzuki’s, even for the base model without ABS and traction control, which makes the Suzuki appear good value, but in performance terms it falls well short.
Honda Fireblade, £11,175
Despite falling shy of the performance levels of the class leaders, the Fireblade can still best them on the track because it’s so easy to ride very fast, even for less experienced riders. On the road it’s arguably the best superbike, and for £500 you can specify the excellent ABS combined braking system. Looks good and it’s well built.
Kawasaki Ninja ZX-10R, £11,999
The fastest and wildest of the Japanese superbikes, and with the most character. It’s the only one to compete on spec terms with the Europeans too, with the best and most advanced traction control (a further £1,000, however) as well as the latest Showa forks. It makes a convincing case to find the extra £1,000 over the Suzuki.
The engine has received revisions similar to those which transformed the smaller capacity GSX-R600 last year. New pistons are 11 per cent lighter, improved inter-cylinder ventilation reduces pumping losses and milder cam profiles boost the mid-range power. Normally this would be at the cost of top-end horsepower but the other changes have raised efficiency enough for the 183bhp maximum to be maintained. The pistons and new, lighter valve buckets also improve durability at high revs, which seems wise considering the 13,500rpm ceiling. Reliability is a given with Japanese superbike engines, however, and Suzuki’s are considered especially strong.
It’s a familiar feeling, then, when you get astride the bike, the riding position spacious and the ergonomics suited equally to road riding and track work. The engine revs eagerly with an aggressive snarl, the clutch bites predictably and the flagship Suzuki charges away in its tall first gear – good for 100mph – with shocking force.
In sports cars, electronics are often criticised for interfering with the fun, but a bike with 1,000bhp per ton and unforgiving behaviour is a different proposition. As I set out to relearn the Florida Homestead circuit, the Suzuki proves a great help, feeling almost as natural as a Honda Fireblade. Where it slides and loses grip in extremes it does so predictably and controllably, while driving out of corners it’s easy to feel where grip is beginning to run out and hold the power at that point.
Approaching a corner on full throttle then grabbing the brakes and banging down through the gears, the Suzuki is especially stable, although the reduced amount of dive makes the steering heavier when you try to lean into the bend. But the Brembos are excellent at progressively releasing their grip as the angle increases, and the feeling of control the front end imparts is exceptional.
Of course, it’s also extremely fast, although it’s still not a match for the latest Europeans (Ducati now, as well as BMW and Aprilia). But the extra mid-range boost shows up usefully on public roads as well as driving out of turns on the track, and because of the excellent ergonomics the GSX‑R works well in day-to-day use. The suspension feels firm, as it should, but its quality shows in a surprising amount of compliance on poor surfaces.
There is a blight, however, and that is vibration. Whatever the cause, there’s a tingling vibration at higher road speeds. At the track, some riders complained of numbing fingers, and I suspect over longer journeys this will also happen on the road, which is a shame because it spoils the otherwise smooth power delivery.
This doesn’t help with a bigger problem: while the GSX‑R is otherwise a fine bike, there’s no particular hook, no USP, to attract buyers. It does everything very well and is fun to ride, but so are other superbikes for similar money which have additional points or characters. This forces me to suspect that Suzuki will have to resort to something it has been trying to put behind it: discounting. Give it time and dealers will offer some chunky price cuts on the latest GSX-R.
THE FACTS
Suzuki GSX-R1000
Price/on sale: £10,999/now
Power/torque: 183bhp @ 11,500rpm/86lb ft @ 10,000rpm
Top speed: 180mph
Fuel tank/range: 3.85 gallons/160 miles (est)
Verdict: As ever, the big GSX-R is easy to ride, fast and good on the road, but performs below the benchmark. The tingling vibration is troublesome
Telegraph rating: Three out of five stars
RIVALS
BMW S1000RR, £12,295
Updated for 2012 with a smoother power delivery and more mid-range torque, it would still have been the benchmark without these. The price is significantly higher than the Suzuki’s, even for the base model without ABS and traction control, which makes the Suzuki appear good value, but in performance terms it falls well short.
Honda Fireblade, £11,175
Despite falling shy of the performance levels of the class leaders, the Fireblade can still best them on the track because it’s so easy to ride very fast, even for less experienced riders. On the road it’s arguably the best superbike, and for £500 you can specify the excellent ABS combined braking system. Looks good and it’s well built.
Kawasaki Ninja ZX-10R, £11,999
The fastest and wildest of the Japanese superbikes, and with the most character. It’s the only one to compete on spec terms with the Europeans too, with the best and most advanced traction control (a further £1,000, however) as well as the latest Showa forks. It makes a convincing case to find the extra £1,000 over the Suzuki.
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