Suzuki GSXR 1000∆ 1 Million Commemorative Edition (2013)

The bike tested was the 1 Million Commemorative Edition. This limited edition was specially produced as there are 1 million GSXRs manufactured up to date. The limited number of 1985 bikes created refers to the year that the first member of the family was introduced. That was the GSXR 750, a very important bike as that was a race replica intended to road use, the first superbike of that concept.   

The only differentiation with the standard GSXR1000 (L2 in 2012 - L3 in 2013 etc) is solely in terms of styling. The GSXR1000 was upgraded extensively in 2009, that was the first time at the recent history of the model that a completely new bike was introduced. Since 2012 the GSXR 1000 is 2kg (4.4 lbs) lighter due to a single silencer, the weight is more forward biased by 1%, the front calipers are Brembo and some other minor upgrades.     

Engine: The four cylinder 999 c.c. engine delivers 182 bhp/12000 rpm and 11.9 kgm/10000 rpm (86.3 ft lbs) claimed figures. With map A selected, the fuelling is superb. The bike may accelerate instantly just from 2000 rpm upwards, without any surging.     

Rider will certainly enjoy the powerful response at the bottom end. Actually urban rides with just 3000 rpm are very satisfying, reminding of the big air cooled engines of the 80s! The torque provided is such that above 70 km/h (43.5 mph) rider will engage the sixth gear and he will start searching for a seventh one! It's a good thing that the selected speed is shown on the instrument. On normal rides two or even three speeds greater than the optimum will not be a problem as the acceleration is always punchy and instant. This could be the best engine in this category in relation to the low-middle range performance and everyday riding satisfaction. Indicatively the speed of 120 km/h (75 mph) corresponds to 5100 rpm.    

There are three engine mappings, A,B,C which may be changed also on the go. Selecting the A mapping the engine power is unrestricted and the rev limiter intervenes at 14200 rpm indicated figure. ‘he engine response is linear with a very discreet burst at 5000 rpm. There isnĘt any traction control which is not a handicap on decent tracks or roads. However on real life there can be instances where it is necessary. Selecting the C mapping the maximum power is restricted to 100 bhp, which is useful on wet roads. An indicative average fuel consumption figure is 5.8 l /100 km, (49 mpg Imperial).   

Riding position: The height of the saddle is normal, 810 mm, (31.9 in), which will be adequate to average height riders or even taller. The footpegs are adjustable. The rider is placed mostly over the bike, the riding position is obviously sporty, tempting the rider. Actually the torso is inclined to the front and there is considerable weight on riderĘs wrists. At least the knees are not quite close to the elbows. From the riding position the GSXR seems somewhat long and narrow. The weight of the bike (203 kg – 448 lbs) nominal kerb, feels  quite lighter than what a rider expects.   

The pillion may feel that she/he is seated where a top case should normally be(!), since she/he is placed quite higher and rearwards compared to the rider. The knees of the pillion form a sharp angle. The pillion may support her weight by the tank or hold from the tiny tail. The firmness and the size of the pillion saddle is normal for a superbike. Consequently the pillion will have some arguments which are justified since the pillion position is not really reassuring.   

Ōn the road: The suspensions which are fully adjustable were set to a stiffer setting compared to normal for the requirements of the test. An inverted 43 mm Showa fork is equipped at the front, while the shock is equipped with a linkage. The OE tyres are Bridgestone S20R with dimensions 120/70-17 and 190/50-17. They consist a very good choice for the road and occasional track day use.   

In town the superb engine of the GSXR 1000 is combined with a sporty riding position. Thus the weight on the riderĘs wrists and the aggressiveness deriving from the riding position are not suitable to traffic jams and traffic lights. Thus whatever the joy of an urban ride, rider will need a scooter to commute. From the other hand the bike is light and the dimensions are relatively small which make it easier downtown. Filtering is easy since the clipons are slight lower than car mirrors and the mirrors of the bike are a little lower than SUV mirrors.     

However the steering lock is disappointing for downtown use since it can be compared only with that of the most exotic superbikes. Thus maneuvering the bike will be a complicated procedure in traffic. Comfort over urban potholes is relatively good given the bikeĘs character. The smaller potholes are absorbed well, although bigger ones will require from the rider to step on the pegs lifting some of his weight from the saddle. Given this particular suspension set-up, potholes are absorbed well and in a predictable manner.     

On B-roads the GSXR 1000 is an exciting bike. Everything seems right tempting the rider to have fun, while the engine flexibility enhances the leisure rides. The GSXR however is not an everyday bike, it is screaming attack! The riding position, the superb engine response which makes indifferent any mistake on selecting a higher gear, the light weight and the superb combination of agility and stability despite the short wheelbase of 1405 mm (55.3 in), 23,5 ˚ rake and 98 mm (3.86 in) trial they all influence riding.   

Probably rider will not behave himself on B-roads watching the scenery, smelling the flowers in spring, or even looking to a bird flying next to the road! If however rider wants to relax on a ride, some vibrations will be felt on the clipons, which does not coincide with this bike category and the quality expected by the Japanese manufacturers.     

At the fast pace the rider is close to a riding nirvana. Only on a pace like this the sensation deriving from the bike is neutral. The engine is again superb with that punchy response although rider should keep the revs higher than 10000 to get explosive acceleration.     

The sensation of a small, light, agile and as-stable-as-it-is-necessary bike describes the GSXR which is an excellent bike on rides like this. Cornering is nice and robust, feedback is good front and rear, not top class though. Maybe mounting smarter tyres and a possible shock upgrade could help at the end of the day. At the exits the front wheel gets light and very frequently the bike will wheelie, the Kayaba steering damper which is electronically controlled will absorb any vivid head shake. During the test there was not any noticeable vibration. The slipper clutch is very helpful downshifting at the entrance.   

The GSXR starts to remind the advantages of the Aprilia RSV4, that is dimensions-weight, superb agility, robust sensation and aggressiveness, which may be compared to the supersport 600 bikes, certainly equipped with a 1000 c.c. engine. The top end power is not eye-popping eg like an S1000RR, although without any electronic aids this can make a difference only on a track environment or an open road. At the fast pace on B-roads the GSXR is one of the most exciting bikes at this category.   

Two 310 mm rotors are equipped at the front combined with four pots radial monobloc Brembo calipers. The front brakes are very powerful, providing strong initial bite and good feedback to the rider. A single pot caliper is equipped at the rear providing average power, weak initial bite and relatively good feedback. Thus the front brakes are brilliant while the rear operates solely as a complementary brake to the front, its not adequate even on everyday rides.

Comments: Suzuki has equipped the GSXR 1000 with a lap timer which is pretty significant although a fuel level indication (not only the reserve trip meter) would be equally important. Nowadays the use of electronics eg traction control and ABS is essential at this bike category although in the case of an experienced rider on trouble free rides the GSXR doesnĘt need them.

The indication of the 1000 cc displacement sculpted on the side covers under the saddle is very discreet for an 1000 c.c. motorcycle owner. If it were a 600 c.c. bike, probably that would not be an issue. Inside the fairing at the left side a duct tape can be seen on the wiring, which also does not coincide with a 16000§ tag price and a limited edition. 


Price: 15995 §

More, specifications

+ Sporty sensation-potential  
+ Engine response at the low-midrange of the rpm spectrum and everyday use.  
- ÕÔ electronics (traction control - ABS)



  • BLUE ROCKET #1138/1985
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