The ultimate buyer’s guide to the GSX-R1000 written by the people who actually own the bike...
Running costsThe 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.
BrakesDamned 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.
FinishLike 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
Bret Richardson, a 48 year-old print engineer currently has a GSX-R1000K6 he’s put 12,000 miles on...
“I got the bug back in 2002 when I bought a K2. I made some modifications on it and it was great but once it got 13,000 miles on it I traded it in for a K4Z – the limited edition version of the K4 with black paint and gold wheels. I modified that too. It had Öhlins suspension, Oz wheels, an Akropovic exhaust, quick shifter and more.
"Then I got a K5 – the Stealth model with black paint - to try and keep the miles off the K4 but one month I ended up taxing two bikes at once as I had an old GS1000 as well, and that seemed crazy so I sold the K4. I modified the K5 too; Yoshimura full system, Marchesini wheels, Brembo brakes, paint job. I did eight and a half thousand miles in as many months then sold it and got my K6. I’ve tricked that up.
"The wheels from my K5, Brembo discs, Öhlins shock and damper, under tray and a couple of different Yoshi full systems. It makes 176bhp at the wheel. I like the K5/K6 models the best – they fit me perfectly and I’m 6ft and normal build. The K2 was great, the K4 was sportier and smaller but the K5 and 6 are my favourite – they’re just ballistic.”
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