Once the throttle is open the GSX-R settles very quickly and tracks true. The new rear suspension set-up and the ultra-linear power delivery working together to provide a very controllable package off the turns.

There’s no real ‘hit’ from the new powerplant – just a smooth flow of endless torque and power that is accessed well through the new close-ratio ‘box. Things do get busy from 8000rpm and again from 9500rpm but basically it is all smooth power from go to whoa. And with a 13,500rpm rev ceiling the Gixer certainly screams.

Throttle inputs are very accurate and smooth and as I clock up 10 or so laps and the rear Bridgestone begins to squirm I find myself playing with the tube out of the uphill turn five and out of turn 12 – laying a few blackies and having a bit of fun. It is all too easy and controllable but man, is it fast. Turn five is usually a second gear exit but in order to keep the front wheel on the ground I’m having to use third gear – and on to the chute in third, where I snatch fourth over the crest the K5 just wants to wheelstand. It isn’t just me, either, as multiple Aussie Superbike Champ and Suzuki factory rider Shawn Giles tells me later that he is using third out of turn five. Kevin Schwantz chooses second and smokes it instead! Torque is the word.

Top speed down the front chute is, based on my riding and times, up on last year. Having stacked at the ultra-fast turn one numerous times I always button off a little at the end of the straight – usually at an indicated 270km/h. But the GSX-R1000 sucked me in to 280km/h and beyond more than once. I’m only guessing but as a factory superbike usually hits an accurate 275km/h at Eastern Creek I’d say the new K5 must be pulling at least a true 260 to 265km/h. Nothing to laugh at, that’s for sure…

The induction roar is much more prominent on the K5 than it was on the K4, and as I tuck-in down the chute I almost feel like I’m on a race bike because the exhaust is loud, too. The end of the straight is awesome on the Gixer. It is normally such a busy and scary turn-in. You literally have to sit-up, set-up and go down two gears between the 150 and 100 – metre markers and if you miss the turn-point you’re gone. But I’m reeling in the luxury of a slipper clutch and every lap it’s just a matter of slamming it down to fourth and peeling in. No big rev. No clutch. No compression lock-up and no soiled undies! Suzuki really has gotten serious about racing all over again.

Continued on page 5...