【SUZUKI New GSX-R1000R Impression】Sometimes for Commuting, Sometimes for Touring, and Sometimes for the Circuit!

The new GSX-R1000R has been reintroduced to the domestic market, complying with emission regulations.Even with the recent increase in liter-class supersports that have become as sharp as racing machines,this is a rare model that stubbornly adheres to its fundamental policy of "total performance"passed down through generations. We tested the capabilities of the new GSX-R1000R on a roughly 250km one-day tour.

●Photos: Atsushi Sekino ●Editorial Cooperation: Suzuki Motorcycle

Surpassing the Previous Model in Performance Not Evident in Specs

Suzuki GSX-R1000R (2027)

First,, we'd like to welcome back the GSX-R1000R, which has successfully complied with Euro 5+ (Reiwa 2 Emission Regulations) and made a splendid return as a domestic model. While various manufacturers are fiercely competing in the 1000cc supersport class based on production vehicles, the domestic model of the previous GSX-R1000R was discontinued in 2023, leaving Suzuki absent from the liter-class supersport scene. We felt a great sense of loss during that time. Therefore, we want to offer our utmost praise for this comeback.

Furthermore, the racing experience of "Team Suzuki CN Challenge"">, which participated in the Suzuka 8 Hours, has been leveraged in this revival of the GSX-R. It is said that not only its speed but also its reliability and durability as a base vehicle for endurance racing have been enhanced. According to the development team, the improvements in parts and assembly precision, which were particularly focused on in this new model, are a direct result of this racing feedback. Although "racing activities" and "production vehicles" may seem unrelated at first glance, racing activities have greatly contributed to the improvement of city riding performance and touring comfort..

Team Suzuki CN Challenge participated in the Suzuka 8 Hours again this year, following last year. This model change aims to enhance racing potential by incorporating feedback from such races. (Photo: Suzuki)

Looking only at the catalog figures, the peak power has decreased from 197ps to 190ps, a drop of 7ps, which might catch the eye. However, the new model has minimized this power reduction due to regulation compliance by increasing the compression ratio and expanding the throttle bore diameter, and has maintained the vehicle weight of 203kg by adopting a lightweight lithium-ion battery. Furthermore, through the refinement of electronic controls, the overall performance is said to have actually improved compared to the previous model.

In the words of the Chief Engineer, "There are few motorcycles that can handle everything from commuting and city riding to hard sport touring and circuit riding on a single bike like the GSX-R1000R, with its 'total performance.'" So, let's take it out for a tour and see how it performs!

The start was in the early morning in Tokyo. Despite the light rain, we headed towards the Boso Peninsula.

The GSX-R1000R comes standard with an ETC onboard unit. No fear of ETC-only entrances on the Shuto Expressway!

Easy to Ride Yet Fast! The Inherited Philosophy of the GSX-R

The first thing that surprised us when we started riding the new GSX-R1000R was its ease of handling in the everyday riding range. From congested city streets to smooth suburban roads and highway cruising, all these everyday situations can be handled with the engine speed below 4000rpm. And it's not that you have to consciously keep it in this range; simply shifting gears naturally keeps the RPM below 4000.

There's no need to be nervous during starts or at very low speeds, and even if you feel a slight lack of power on an uphill slope, you can manage it by slightly opening the throttle without downshifting, thanks to its tenaciousness. This is due to the abundant torque in the everyday riding range, but it's unusual for a supersport, which typically aims for high RPM and high output, to be so easy to handle in the everyday range.

In addition to the aforementioned improvements, the relocation of the exhaust valve closer to the silencer, allowing for more precise exhaust pressure control, likely plays a significant role.Although expanding the throttle valve diameter from 46mm to 48mm might seem like it would make low-RPM handling more difficult, we are surprisingly impressed that it has actually become easier to handle.

The GSX-R1000R has always been known for its ease of handling in the everyday range, and the new model has been further refined.

During this test, which included photo shoots, we thoroughly tested even very low-speed maneuvers like U-turns and turns at intersections. The GSX-R1000R handles these situations, which are typically challenging for liter-class SS, with ease. This applies not only to the engine's power characteristics but also to the chassis and suspension.While the main frame and swingarm have not been modified in this iteration, the bike inherently possesses a high level of fundamental touring capability. Is there anything more important than this when riding a supersport on public roads?

Well, the riding position, being a supersport, has a strong forward lean, so it's more of a "not impossible to tour" situation, but the ease of handling of the chassis and engine is still noteworthy. The characteristic "gorigorri" engine feel in the everyday range of the GSX-R1000R is also pleasant, and when cruising along, you might almost forget that this is a liter-class supersport.

The upper body is not as stretched forward as on older replica racers, making touring possible.

The seat height is 825mm, and with both feet on the ground, the heel is about 3-4cm off the ground, offering good ground reach. The seat is slim, and the alignment of the pivot and steps makes it easy to put your feet down. (Rider: 175cm tall, 75kg weight)

Engine is Easy to Open Up Regardless of Riding Mode

Now that we've fully experienced the GSX-R1000R's suitability for public roads, let's move on to the winding roads.

By downshifting one or two gears and raising the engine speed above 4000rpm, you can catch a glimpse of its true speed. However, on public roads, you can only use it slightly above that range. While the peak power RPM of 13,200rpm is impossible to use, you can still experience a hint of the GSX-R1000R's supersport performance.

In this RPM range, the engine feel transforms from the torquey, "gorigorri" sensation felt earlier to a responsive acceleration. Especially in the range above 6000rpm, acceleration becomes exponential. This feeling of sharply revving towards peak power is unique to the GSX-R1000R.

Naturally, the SS glides through mountain passes. The 10-level traction control has a wide intervention range, and finding your preferred setting allows for satisfying throttle application!

Of course, the GSX-R is a supersport. The sharp acceleration at high RPMs has also been refined.

This engine is equipped with the "Suzuki Racing Variable Valve Timing (SR-VVT)," which seamlessly switches the overlap timing of the intake and exhaust valves based on engine speed. While you can't feel the exact moment of switching while riding, the thick low-end torque, smooth high-end power, and responsiveness are undoubtedly benefits of this SR-VVT.

However, when riding in the higher RPM range, we feel that compared to the previous generation, it has become less nervous and easier to open the throttle. The development team claims that they not only pursued high-RPM power but also worked on the injection, air cleaner, and engine maps to achieve a more linear and powerful torque characteristic. Therefore, this ease of throttle application is likely not just our imagination.

It's particularly enjoyable to open the throttle at just the right amount when accelerating out of corners. This is noticeable not only in the gentler output characteristics of the "C mode" or "B mode" in the SDMS (Suzuki Drive Mode Selector) but also in the "A mode," which offers the sharpest throttle response, which is quite remarkable.

The ease of throttle application is a highlight of the new GSX-R1000R. Corner exits are exhilarating!

The chassis of the new GSX-R1000R inherits the design of the previous model, which was already renowned for its ease of handling in everyday use. To reiterate that impression, it's excellent that there are no awkward handling difficulties at speeds typical for intersections and winding roads.

Supersports, especially in the 1000cc class, sometimes prioritize circuit performance to the extent that they become difficult to ride on public roads. However, this is completely absent in the GSX-R1000R. We get the impression that aligns perfectly with the Chief Engineer's words mentioned at the beginning.

On the other hand, it's interesting how stability increases and straight-line stability becomes more pronounced on highways once you exceed 80km/h. One of the topics for the new GSX-R1000R is the optional dry carbon winglets (not installed on this test bike). We are curious about how much stability they would provide if actually installed. Will they really not affect cornering? It's something we'd like to know.

The frame and suspension are inherited from the previous model, which was known for its ease of handling. There are no handling difficulties even at low to mid-speeds.

The optional dry carbon winglets cost 187,000 yen (tax included) each. The shape has been refined to achieve maximum effect without altering the suspension settings.

Electronic Control Evolution Can Be Felt on Public Roads Too!

Furthermore, the new GSX-R1000R features an enhanced Suzuki Traction Control System (T), Lift Limiter (L), and Roll Torque Control (R), all integrated and controlled by the Smart T.L.R. Control System.

The system intervention can be selected from 10 levels plus OFF, as before, but it now offers more precise control, incorporating 8 years of technological advancements.

The handlebars and monochrome LCD meter are carried over from the previous model.

The SDMS mode has been optimized to match the engine modifications, and the 10-level traction control incorporates more precise control.

The Smart T.L.R. integrates three functions. Changing the traction control setting also changes the intervention level of other functions accordingly.

We immediately tried it in the maximum intervention setting, level 10. As expected, when fully opening the throttle for corner exit, the Smart T.L.R. Control System clearly intervenes. However, you shouldn't dismiss it as "useless" at this stage. The important thing here is to grasp the feeling of being able to "fully open the throttle at the clipping point." Then, while continuing to fully open the throttle, gradually reduce the intervention level of the Smart T.L.R. Control System.

By repeating this process, you can learn the "technique of maximizing acceleration while utilizing the traction control." We found this process to be easier than on any previous Suzuki model we've ridden. We were able to reduce the system intervention to level 5, and at that point, we decided, "This is beyond the scope of public roads." We would like to try the rest on a closed course with proper protective gear.

The GSX-R1000R is not only fun on the circuit but also enjoyable for public road riding as a production vehicle.It's a frightening thought that you can enjoy a monster machine with nearly 200ps of peak power so much on public roads by opening the throttle. With the new GSX-R1000R, we were able to experience Suzuki's philosophy of "total performance" embodied in the GSX-R to the fullest.

Suzuki GSX-R1000R (2,376,000 yen)

The domestic model of the GSX-R1000R was temporarily discontinued due to the 2023 emission regulations. It has now successfully complied with Euro 5+ (Reiwa 2 Emission Regulations) and made a comeback as a domestic model. The new muffler and the redesigned undercowl to match it are distinguishing features from the previous model.

Previous Model

Previous model GSX-R1000R. The engine cover color has also changed from black to silver on the new model.

The engine has been worked on with the main focus on "improving the reliability of reciprocating parts," "reconstructing the intake system," and "optimizing the exhaust system" to comply with Euro 5+ and enhance racing performance.

The silencer is made of titanium with a shot-blasted finish. The increased exhaust pipe diameter improves response, and moving the exhaust valve from the exhaust pipe to the silencer improves torque.

Features like Astemo Co., Ltd.'s BFF and Brembo brake systems have been carried over. The 2027 model is identifiable by its gold anodized inner discs.

The rear shock uses Astemo Co., Ltd.'s BFRC lite, which provides smooth damping build-up, achieving both high traction performance and a comfortable ride.

The adoption of an ELIIY Power lithium-ion battery results in a weight reduction of 2.3kg! It also features the new "HY93SS" model, which can self-recover even if a fuse blows due to a short circuit.

There is also an "ELIIY Power" sticker on the tank. The exterior and key feature a commemorative logo for the 40th anniversary of the GSX-R's birth. (Counting from the GSX-R750, which debuted in 1985. The new GSX-R1000R was unveiled in 2025, making it the 40th anniversary.)

The ETC 2.0 onboard unit is stored under the seat. Access requires removing the side cover and seat, but the necessary tools are equipped under the tandem seat.

The SDMS mode has been optimized to match the engine modifications, and the 10-level traction control incorporates more precise control.

There are three color options. From the left: "Pearl Bigger Blue / Pearl Tech White," "Candy Darling Red / Pearl Tech White," and "Pearl Ignite Yellow / Matte Stella Blue Metallic." These might remind old fans of "Lucky Strike" or "HB"?! (Photos show optional equipment installed)

Suzuki GSX-R1000R (2027 Model) Main Specifications

・Overall Length x Width x Height: 2075mm x 705mm x 1145mm
・Wheelbase: 1420mm
・Caster/Trail: 23°20′ / 95mm
・Seat Height: 825mm
・Curb Weight: 203kg
・Engine: Water-cooled 4-stroke Parallel-4 DOHC 4-valve 999cc
・Bore x Stroke: 76.0mm x 55.1mm
・Compression Ratio: 13.8:1
・Max Power: 140kW (190PS) / 13200rpm
・Max Torque: 108N・m (11.0kg-m) / 11000rpm
・Fuel Tank Capacity: 16L
・Transmission: Constant mesh 6-speed return
・Brakes (F/R): Double Disc / Single Disc
・Tire Size (F/R): 120/70ZR17 / 190/55ZR17
・Price: 2,376,000 yen

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