Suzuki GSX-R 1000 K7
Much debate surrounds the latest model, the K7. Some say it lacks the venom of earlier models, while others claim it’s over-engineered. But the truth is, heavier though it has become, it’s still a wildly exciting machine. Suzuki have never made a bad GSX-R 1000, and they’re not about to start now. When the K1 model was launched in 2001, it took the motorcycling world by storm. The K3 was even more incredible, while the K5 and K6 models were all-conquering. Yet here we are in 2007 with a version that’s faster and more powerful than ever before. It may be cold outside, but the K7 is red hot.
Despite facelifts for both the 600 and 750 models, the 1000 remains unchanged for 2008.
As standard, it comes with a slipper clutch, fully adjustable suspension, an electronically controlled steering damper and radial brakes. It has 185 bhp, weighs just 172kg and will top 180 mph. Take the K7 to a track, tape up the lights, and you’re ready to race competitively. Yet, despite all this, it’s such an easy bike to ride. On the road it’s fast, smooth, well-balanced, and corners like it‘s on rails. It’s gentle if you want it to be, fearsome if you don’t. And that’s what makes this Suzuki such a complete package. It’s utterly stable pootling between rows of cars at 1,000 rpm, comfortable enough to throw on some luggage and take on a tour of Europe and yet fast enough to tear your neck off.
The reason the K7’s power delivery feels different to its predecessors is that Suzuki have made its bottom end power marginally softer to improve the riding experience. The throttle can now be cracked open out of corners without the front wheel lifting so readily and making the bike less aerodynamic.
In fact, for additional safety, Suzuki have given the GSX-R a three-way engine map. Operated by a switch on the right handlebar, the rider can now choose between A, B or C power modes. Setting A gives you the full unadulterated monty. In this mode, vast swathes of torque fire you forward, while the engine’s howling top end power will see you to the best part of 190mph. Not feeling that confident? Try the B setting, which reduces the power at the bottom end to 750cc levels yet allows the full 185bhp to kick in once you pass 9,000rpm. Think of this as useful on a wet track day. C mode really is only for the foulest of weather, with bottom end more becoming of a 600cc machine and then no further power above 8,000rpm. It’s a very clever system and works exactly as it should. But if you don‘t want that helping hand, just ignore it. After all, the bike’s default setting is full power and that‘s where 99% of GSX-Rs will spend 99% of their time.
With the additional benefits of three-way adjustable footpegs, a comfy perch and clocks that are clearly visible below the screen, the K7 was great value when launched at £50 shy of £9,000. Now, with winter staring us in the face and dealers keen to pull in the customers, you don’t have to look too far to pick up a brand new Gixxer Thou for just £7,600. And that’s madness for a bike like this. What’s more, you can also stick on £670 worth of Arrow titanium silencers for just £300. Lead us not into temptation…
Article written: December 1, 2007
The Suzuki GSX-R 1000 K7 was kindly loaned by Fowlers Motorcycles of Bath Road, Bristol. For more information about test rides, call Fowlers on 0117 977 0466.
OUR STEER ON THE GSX-R 1000
Price: £7,599 (K7 model @ Dec 2007)
Engine: 999cc, inline four
Top speed: 182 mph
Power: 185 bhp at 12,250 rpm
Torque: 79.2 lb ft at 10,000 rpm
Transmission: six-speed, chain drive
Weight: 172 kg
Fuel capacity: 17.5 litres
Seat height: 810 mm
by Jon Bennett
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