Yup, it's the renowned and redoubtable Suzuki spot-bollock 'everything else is an old shed' GSXR1000 bolide deluxe. Replacement for the ageing and somewhat overweight 1100, the Thou brings Suzuki back into contention in the sportbike market.

On its release all the mags got very excited by this product of a fertile Japanese imagination, and well they might as it is a vast improvement on the awful 1100.

The major grin factor of the 1000 is supplied by the engine - Suzuki have opted to push the top end performance and the power just keeps on coming the more you rev the motor. Goes like a very light bike with 140 bhp, basically.

Perhaps it doesn't have the turbine smoothness of the old R1, but then neither has the new R1, come to that. With the top end power on tap, the back wheel can turn around and bite if you wind on the throttle too unsympathetically.

Front end feel is good and the bike turns in well and it doesn't run out too much on the standard suspension settings. These give a relatively plush ride, and stiffening everything up a jot should help the bike hold a tighter line. But what price luxo comfort?

Brakes are 6 potters again, but this time better than the pre-Y 750's, supposedly. They're not that impressive - time for a move to one piece callipers?

Getting on the bike, the first thing you notice is the size. After a Blade or R1 the Gixer seems very big. Big tank, long reach to the bars - reminiscent of the old 1100s. It's not that it's heavy, or actually that big, it just feels like you're not completely in charge. You just have to take it in hand and show it who's boss ... provided you can reach the bars, of course.

So, all in all a very fast, decent handling bolide and absolutely top dog in the outright performance stakes on its release. That has changed a little now with the new R1, but there's not much in it.

Dash is similar to the 750 with nice big white rev counter and digital speedo. Bike retains the cable clutch for that extra sensitivity

Suzuki's new hot-poop 1000cc roadracer features lightweight engine and chassis (375 lb. dry weight), quick steering and loadsa horsepower. Oi, you on the R1, you're riding an old nail, you are!

Based on the wonderful Gixer 750, the 1000 (or 988cc really) retains the dual throttle-valve and exhaust Exup valve to minimise snatch and maximise grunt.

Power is around 140bhp at the back wheel with a dead flat curve from 3000 rpm to the 12,500 rpm redline. The even power delivery should make getting on the gas a lot easier than with a peaky engine, but with this kind of welly on tap a lot of riders are gonna end up in the bushes. Should mean there are some engines floating about at the scrappies before too long, just right to slip into your 750!

The UK bikes come with Bridgestone BT010s on, which should make life interesting. Better save up quick for sticky tyres or a new fairing ....

The Kayaba suspension is supposed to be compliant enough for the roads while giving decent control, which is nice. John's brief rides to date on his new Gixer reveal lovely supple suspenders - better than the 750 - and an "unthreatening power delivery" .... bet it isn't "unthreatening" once he gets the thing above 10 grand!

And it's back to 6-pot Tokico calipers in the braking department, a la 750X, which are rumoured to be better than the Y's 4-potters (and the X's 6-potters, we hope!). But they're not .... so that's a good excuse to fit some AP kit!

Yup, that's the famous 1985 pig iron and mild steel heavyweight Suzuki steering damper.

Chassis is only marginally heavier than the 750 and everything is stiffer - frame, forks, swingarm, etc. etc. etc. And while the neat little Chapmanesque (gold) rear brake caliper is 60 grams lighter than the 750's, it is heartening to see that the steering damper is still the same old pig-iron contraption that has graced GSXRs since 1986.

So, all in all a brilliant bike which will scare the daylights out of you with the absolute minimum of effort and will afford 600 riders endless fun as they blow the wobbling old codgers on their new 1000s into the weeds ...

Price is hovering around £8,000 at the moment, which is far too much and it probably costs half that in the colonies.

Launch impressions on the track are "Go and get one, now! But keep the steering damper on .... ". Initial road tests? Wayne has sampled the bike and commented "The roads are complete shite!". Which is true, in January. Steering damper makes itself felt and spoils the flickability, so it'll have to go. The motor is more animal in intent that the super-smooth R1 engine - loads of induction roar and exhaust sounds good, too. Not for shortarses though, big seat height.

Compact & lightweight 988cc 4-stroke, 4-cylinder, liquid-cooled engine with gear-driven counterbalancer.
Cylinder head features narrow 25° included valve angle (12° intake, 13° exhaust), creating a compact combustion chamber, high compression ratio and a straight intake tract for high power output.
New generation fuel injection system with 16-bit ECM for fast processing speed, plus detailed fuel maps for high fuel efficiency and smooth throttle response.
Throttle body design positions the injectors at a steep 60° angle creating an optimum fuel spray pattern for improved fuel atomization, strong power delivery power and sharp throttle response.
Suzuki Dual Throttle Valve system (SDTV) maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response and improved engine torque.
Large ram-air intake ducts feed a large 8 liter airbox and a flat-panel air filter for improved intake air-flow.
One-piece cylinder block and upper crankcase section form a light and strong structure and eliminate the need for external oil lines to the cylinder head.
Durable SCEM-plated cylinders house new lightweight forged pistons with low-tension rings to reduce friction.
Light weight 4-into-2-into-1 exhaust system constructed of titanium, stainless steel and aluminum.
Suzuki Exhaust Tuning System (SET) regulates exhaust back pressure in the exhaust system to suit running conditions and maintain optimum engine torque.
Large radiator and high-capacity oil cooler provide maximum cooling efficiency.
Six-speed transmission with high-capacity 19-plate clutch.
Additional weight reduction from magnesium valve cover, magneto cover, drive sprocket cover, clutch cover and starter clutch cover.

Chassis Features:
Aerodynamic bodywork with narrow frontal area, twin headlights and small lightweight tail section, similar to GSX-R750.
Compact instrument cluster features a step-motor-driven analog tach. and digital speedometer - also includes LCD odometer-tripmeters, coolant temp., clock and EFI diagnostics.
Lightweight aluminum frame similar to GSX-R750, but with thicker frame spars and two upper engine mounts per side, plus braced aluminum swingarm.
Fully adjustable 43mm inverted forks feature titanium-nitride coated stanchion tubes to reduce stiction and improve response - includes cross-mounted steering damper (made of heavy steel, circa 1986!)
Fully adjustable piggy-back shock absorber with an aluminum body and temperature compensating system for more consistant damping performance.
Six-piston front brake calipers with aluminum-alloy pistons and single dual-piston rear caliper.
New lightweight cast aluminum wheels and radial tires. (F: 3.50 x 17 R: 6.00 x 17)

Image and information courtesy of Suzuki