Suzuki GSX-R1000 K9

Suzuki GSX-R1000 K1-K2
The introduction of the K1’s engine was basically a GSX-R750 engine but with 1mm bigger bore and 13mm longer stroke. And this proved to work. The K1 model was easily capable of boosting  you through bends a good 10-15mph faster than you ever gone before. The Torque output on the K1 machine was big and plentiful, That much torque that it could easily pick the front wheel up. The K1 Handling would be best described as a racing machine that was for all purposes miles ahead of the rest of its competitors.

Suzuki GSX-R1000 K3-K4
The K3 claimed it had increased the power up from 160bhp to 164bhp with the help of a torque boost to match. The bore and stroke remained unchanged but race knowledge was employed to good effect. The K3 had an all-titanium exhaust which helped shave 2kg off the dry weight (now 168kg). The K3 measured 146bhp made the Blade and R1’s sub-130bhp outputs look tame at the time, for the time that is.

Suzuki GSX-R1000 K5-K6
Again the K5 claimed that the capacity had increased up to 998.6cc with a claimed 178bhp, but this was only part of the story. The new model came with bigger valves, new 52mm throttle bodies, a slipper clutch and many more extras that made this GSX-R1000 a seriously powerful yet lighter engine. The K5 came in at 166kg, the motorycle had a class leading power-to-weight figure of 1.07bhp/kg. Easily capable of 0-170mph in 17 seconds it was also the quickest accelerating 1000cc road bike at the time, these facts made for crazy fun and was surprisingly easy to ride depending on your taste and type iof ridgin you enjoyed.

Suzuki GSX-R1000 K7-K8
The K7 boasted a total redesign. All the usual mechanicals were revamped, plus new throttle bodies and ECU. The K7 claimed that the power had increased to 185bhp at the crankshaft, so Suzuki fits a three-way power switch (sport, standard, wet). The K7 also had new electronics, which in turn meant the initial throttle response wasn’t the ‘instant’ switch it was. The K7’s claimed dry weight figure also shot up to 172kg (+ 6kg)."

Suzuki GSX-R1000 K9
So that brings us to the current Suzuki GSX-R1000 motorcycle, The K9 with an all new over-square bore x stroke of 74.5 x 57.3mm, for no other reason than to improve tuning capabilities. 60mm shorter in length due to repositioned transmission shafts. The compression ratio now 12.8:1, and with new 12-hole injector nozzles, all these new changed added up to a fatter spread of high rpm power, but the claimed output remains 185bhp. Suzuki’s power switch is still retained with improved throttle response time. It should be noted that although peak torque has grown the mid range on the K9 can be considered lacking some what, but with the help of the new clever ignition system it is able to mask it better.