Buyer Guide: Suzuki GSX-R1000

2003 Minor update: Smaller and more compact with a pistol grip feel compared to the K1/K2’s chunkyness. The 2003 K3 and 2004 K4 models steered faster and had superior suspension than the earlier bikes too. Better brakes too. A real bargain on the used market and still a useful road bike as well as a track tool par-excellance.

2005 Major update: Back to the undisputed daddy of the sports 1000 class. The ‘05/‘06 K5/K6 models had a significant update and represent the pinnacle of GSX-R1000s to some. Faster steering, lighter and racier too but still stable. Engine gets more power and torque. The only downside is it’s not so good on longer road rides as the earlier machines as many riders find it less comfy.

The nuts & bolts

Running costs
The top-dog sports bike daddy is never going to be cheap to run. But the good news is it’s not cripplingly expensive either. A gentle motorway cruise can return 50mpg or more – although most riders get more like 38-40mpg in normal use. Tank range varies from 100-170 miles, typically about 130.

Servicing costs are very reasonable for such a high performance machine, partly as it’s comparatively easy to work on and suffers no major problems. The minor (4,000 miles) is typically around £120, intermediate (7,500 miles) £150-£200 and the biggy with valve clearances (14,500 miles) a pretty reasonable

£300-£350.Insurance is expensive (although slightly less than the Fireblade through some companies for some reason) so get a quote before you buy.

Brakes
Damned rather unfairly on the K1 and K2. When the bike came out the odd extra-fast journo managed to make them fade under very hard track use. For most riders the set-up is fine – or should be but like so many bikes which are a few years old, the brakes need an overhaul and are only working at about 50% as well as they did when new. Before you reach for the AP Racing catalogue, make sure the originals are working perfectly – that means free and nicely greased calipers, healthy pads, fresh fluid, straight unworn discs and pipes which aren’t tired.

If you want more bite a larger master cylinder helps. A Brembo 19/20 master cylinder will make a big difference but you’ll need a different banjo bolt too – the thread pitch isn’t the same as the Suzuki one. The brakes on later models are excellent. Standard brake pads are well regarded but EBC HH are the number one choice among those who want more bite. They seem to wear discs faster and crate more dust though. SBS pads are well thought of too.

Finish
Like so many Suzukis it’s a bit cacka. The first (K1 and K2) machines had issues with the gold Titanium Nitride coating flaking off the fork legs – many were replaced under warranty but the forks seemed to work fine even if they weren’t. The paint is criticised on all models. Pretty much all over the bike it can be rubbed off by some gentle contact from boots or leathers. The tank, swing arms (when they’re painted) and bits at the front which can get stone chips all come in for a slating from owners – Suzuki do a subsidised

Ventureshield kit to protect paintwork and it’s worth having. A good butchers at the paint is a wise way to assess a bike’s true mileage and how it’s been looked after.

Continue the Suzuki GSX-R1000 Buyer Guide