SUZUKI GSX-R1000 (2017 - on) Review

With its compact new cast ali frame and longer swingarm the Suzuki is easily one of the sweetest steering and neutral handling superbikes you can buy. It’s one of the most comfortable, too.

It comes on lower spec (but still fully adjustable) Showa suspension than the R, which is slightly firmer and doesn’t offer such a plush ride.

That extra stiffness actually gives the base GSX-R1000 a sportier feel on the road and even crisper steering. In fact, it helps the stock machine accelerate quicker (there’s less wheelie-inducing rear squat) and stop sooner (more support from forks/less prone to stoppie).

Brakes are a weak point, not so much on the road where they’re safe, powerful and reassuring, but on the track, where they’re prone to fade. Its cornering ABS system is overly conservative, too and releases the brakes at the slightest hint of rear wheel lift.

The base model GSX-R1000 uses the same 199bhp, liquid cooled 999cc inline four-cylinder engine as the more expensive GSX-R1000R.

New from the crankcases up, it runs a shorter stroke than the previous model’s and features VVT (Variable Valve Timing), which along with new exhaust valves, secondary injectors and dual stage inlet trumpets gives a less peaky, wider spread of power.

It also has a slick new six speed close ratio gearbox, but unlike the R model, has no quickshifter or autoblipper.

It makes around 185bhp on a dyno, which is less than its rivals (bar the pre-2020 Blade), but with so much grunt on tap you never feel short-changed on the road or track.

And in any case, it’s easy to get blasé about big power figures – in the real world the GSX-R1000 is seriously potent with a wide spread of power that’s perfectly suited to the road.

Paint finishes aren’t the deepest, but general mechanicals are generally robust. There have been reports of wayward electronics/exhaust valve catalytic converter issues.

Our Suzuki GSX-R1000 owners' reviews show a bit of a mixed bag of scoring really. There are some mentions of build quality and reliability issues, but also comments stating the performance and handling are exceptional.

If you're buying new, you'll enjoy a warranty from Suzuki, but if you're buying used, ensure you do a thorough check of all the bike's electrical and mechanical systems to spot any potential faults.

Not only is the base model GSX-R1000 significantly cheaper than the R model, it’s an absolute steal compared to its German, Italian and Japanese rivals.

It’s still a powerful superbike and isn’t cheap to insure, but servicing costs aren’t overly expensive and it’ll even return 47mpg on the road.

We tested the GSX-R1000 against the cream of the 2017 superbike crop in the form of the Yamaha R1, Ducati 1299 Panigale, BMW S1000RR, Kawasaki ZX-10R and Honda CBR1000RR Fireblade and this is what we said:

Suzuki’s new-for-2017 GSX-R1000 really divided opinion. Some loved the looks and styling, others thought it was more reminiscent of a 1980s shellsuit. And that wasn’t a compliment.

Some liked the simplicity of the clocks, others already thought they appeared dated – even by comparison to the older bikes.

On the move, the rider modes are easy to change, and the TC can be easily deactivated on the fly. Everything is intuitive and uncomplicated, and backed up by one of the strongest road engines on test – thanks to Suzuki’s ‘Broad Power’ ethos and VVT technology. Its light-steering and stable, too.

On the road the GSX-R’s ace card is its engine, delivering a superb wave of torque and mid-range drive, accompanied by that trademark Suzuki induction roar that underpins every hard acceleration. Suzuki have certainly poured plenty of GSX-R DNA into the new bike’s gene pool.

The riding position is natural, the screen protective, the seat comfortable– all of which mean the Suzuki was popular for distance slogs at pace. Our test bike’s only self-indulgence was the addition of a Suzuki quickshifter/autoblipper (£645), which works beautifully with the already slick gearbox.

The GSX-R is a great all-round bike, it has plenty of power – but it does feel a bit ‘normal’. It just isn’t outstanding at anything, so it doesn’t shine. It’s hard to fault, but just not dazzling. And that’s the rub. It’s very nearly the best roadbike on test, but ultimately lacks charisma.

The superbike market has become an even more hostile environment since then and the GSX-R1000 has fallen further behind as bikes like the new Honda CBR1000RR-R Fireblade SP, Aprilia RSV4 1100 Factory, 2019 BMW S1000RR and Ducati Panigale V4 S have hit the market.

See how the best superbikes of 2021 stack up here:

Aside from lower spec suspension, the lack of up/down quickshifter and painted air scoops the base GSX-R1000 is identical to the R, so you get ride-by-wire, IMU-controlled electronic rider aids and power modes.

It also has a multi-function monochrome LCD dash (black on white for the base model, reverse for the R), which, even when it was new looked dated next to the colour TFTs of its rivals.

There are a number of optional extras available to buyers of new GSX-R1000s, including a Sport Track Accessory Pack that currently sells for £810. This includes a rear seat tail cover, double-bubble windscreen, tank pad with fuel cap trim, lever protectors, rear wheel service stand, GSX-R wheel decals, alternator cover protection and a clutch cover protector.

All of those parts, and more, are available separately too. Check the Suzuki website for more details.

See how the Suzuki GSX-R1000 stacks up against the Triumph Speed Triple RR and Aprilia Tuono V4 Factory in this video: