2011 Suzuki GSX-R 1000 RideThemAll

11 Apr 2015 | Author: | Comments Off on 2011 Suzuki GSX-R 1000 RideThemAll
Suzuki GSX-R 1000

2011 Suzuki GSX-R 1000

Us motorcyclist are a bit schizophrenic aren’t we? These
 were my thoughts as I was bringing the 
2011 GSX-R 1000 back to work today. I think we struggle with exactly
 what we want in a motorcycle.  I know I
 want something fast, something really agile and something that just feels and 
looks racey. I also know I want something that I can ride aggressively and 
not scare the life out of myself, something that is stable on the highway and something
 comfortable on a long ride.

Motorcycles can give us a phenomenally close 
approximation of operating a real race machine.  Nowhere in the automotive world is the line 
between street-legal and race so, so close.

Here I am ridding a motorcycle with the same or more HP and 
technology then the superbikes I was reporting on when I ran American
 Roadracing (1999-2000). I remember back then the factory bikes started sporting 
the big radial mounted forged monoblock calipers, now standard issue.

 scroll down the list of 2011 GSX-R 1000 features ( http://www.suzukicycles.com/Product%20Lines/Cycles/Products/GSX-R1000/2011/GSXR1000.aspx#Features 
) and it reads like superbikes engineer’s punch list of must have items. That’s amazing, it’s cool, and it’s $13,599. Really, 13,599; the
 superbikes it does such a good job of copying cost north of $75,000.

Unless you are a holder of an AMA Pro license, or equivalent,
 do you need any of this? Hell yes – it makes the bike cool and makes for a awesome riding experience because it puts you that close to experiencing a day in Mr. Ben Bostrom’s office.

Enough editorializing I need to try and describe what this bike 
is like to ride on the street in normal everyday conditions and compare it to
 the other choices you have.  The seating position on the GSX-R is typical for a superbike, but maybe a little more upright then
 the ZX10. The windshield seems to provide a little better protection as well.

The throttle can be somewhat alarmingly abrupt during off / on transitions. It
 makes the bike feel more intimidating then it really needs to be because once 
past the initial bump the power settles in and does not try to rip your arms off right out. Like all sport bikes there is a great feeling of control from the cockpit.

I did find the big GSX-R to be just a tiny bit more hesitant to initiate a turn in then the ZX-10R. But I feel I need to qualify the statement with – at back road cruising speeds 45 – 60 mph or so. I can only imagine that what I am feeling is a designed-in stability that gives this bike an edge on the racetrack. Once in a turn it tracks smooth and true, very satisfying.

I have to mention that this motorcycle is sprung very stiffly for my 150lb frame, very harsh and unforgiving. My twisty road is not billiard table smooth and I felt every bump. Again, maybe a heavy rider will get into the correct sag, and therefore into the intended part of the stroke.

These setting can easily be adjusted by your shop or you and a friend. This could make a world of difference for the ride and the handling.

The vibration coming from the engine feels good. It’s light and racey. Not quite as deep and satisfying as the ZX-10 but not cheap and buzzy like some other bikes.

The power modes can be adjusted by a cleverly hidden set of buttons on the left clip-on and are clearly labeled on the dash A-B-C. However, while keeping the revs under 6,000 or so I could not tell a significant difference doing roll-ons with each mode.  Like the ZX-10 you can tell this bike wants to really get going as the RPMs climb. I think it is fair to say this engine feels like it hits harder in the low in middle revs.

Some of that feeling is no doubt due to the throttle “tip-in” abruptness, but I think Suzuki goes out of their way to make sure their liter bikes make power throughout the rev range and you can tell.

The Brakes feel more then adequate for the street, like a race bike should, and the chassis feels very stable and sure. The design of the bike is all GSX-R with the blue and white color scheme. The twin pipes are an instant “tell” that you spent the money and bought the top of the line gixer.

So as a dealer why would I tell you to buy this over the other bikes I have on the floor: Price, availability and iconic GSX-R heritage backed up with unbridled Suzuki 1000 performance. In other words no one can leave you on any road. No one can question this bike’s credentials or history on the racetrack.

And you can scoop one up right now for a steal because we have to make room for the 2012s. Don’t let the list price fool you, the new one may only be $200 more on the sticker but the real difference will be a $1,000 plus when it comes time to make your best deal. We also have a few 2011 ZX-10s, and Yamaha R1s, so I would make sure I got you numbers for all.

But you can see from the list below the Suzuki starts off with the best deal.

13,599 2011 Suzuki GSX-R 1000

13,799 2012 Suzuki GSX-R 1000

13,800 2012 Honda CBR-1000

13,990 2012 Yamaha R1

13,999 2012 Kawasaki ZX-10R

When you consider the amazing tech packed into this bike and the limitless performance potential the price is truly remarkable.

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