Suzuki GSX-R1000R

Is the GSX-R1000R on sale in France again?

Yes. Having never been brought up to Euro 5 standards, the GSX-R1000R dropped out of Suzuki’s European range at the start of 2023, while remaining on sale elsewhere, notably in the United States up to the 2025 model year. To mark 40 years of the GSX-R family, which began with the GSX-R750 in 1985, Suzuki has brought it back in Euro 5+ form: a limited “40th Anniversary” edition priced at €20,499 including VAT in France, as announced by Suzuki France in February 2026.

Suzuki France announced the first 34 bikes in dealerships from April for test rides, with customer deliveries in June and July; in September 2026, the brand confirmed they had arrived in the network. Suzuki France only offers this R version, in three colour schemes inspired by past racing liveries: blue and white, red and white, or yellow and blue. Like every Suzuki sold new since 1 January 2026, it qualifies for a warranty of up to 10 years with unlimited mileage, provided it is serviced every year within the dealer network.

What changed for Euro 5+?

The engine is still the 999.8 cc inline-four launched in 2017, but it has been heavily reworked. Compression rises from 13.2:1 to 13.8:1 with new forged pistons, the exhaust valves grow from 24 to 25 mm, the throttle bodies from 46 to 48 mm, and the crankshaft journals from 35 to 37 mm to cope with higher loads. Valve overlap (the brief moment when intake and exhaust valves are open together) has been reduced, and a larger catalytic converter now sits closer to the engine so it warms up faster. The titanium silencer shrinks from 8.3 to 5.5 litres.

The result: 195 hp (143.5 kW) at 13,200 rpm and 110 Nm at 11,000 rpm, compared with 202 hp and 117.6 Nm for the 2017 European version. Weight stays at 203 kg with all fluids, the figure Suzuki quoted for the 2017 GSX-R1000R. Suzuki adds small dry-carbon winglets on the fairing sides, supplied as standard according to Suzuki France (Suzuki Italy specifies they come with the bike and are fitted on request; they are an optional accessory in the US), an electronic steering damper and an upgraded electronics package.

How good is the engine?

The inline-four keeps its SR-VVT variable valve timing, a purely mechanical system: steel balls housed in the intake cam sprocket move outwards under centrifugal force and retard the intake timing at high revs. The point is to keep low-down torque without sacrificing top-end power.

The international press, who rode it at the Monteblanco circuit in Spain, mostly praise its midrange. Visordown says the drive out of corners doesn’t feel far off the 210 hp superbikes, while InMoto and Moto.it describe very strong midrange pull and a precisely calibrated throttle, with no snatchiness even in the sharpest mode. On the other hand, MCN, InMoto and Moto.it note that above 12,000 rpm it pulls in a more linear way, without the final surge of the European bikes. For MCN, the lost power only really matters to a lap timer.

How does the chassis perform?

The aluminium twin-spar frame, the braced swingarm (with a pivot point adjustable for racing) and the Showa suspension carry over from the previous generation: a BFF (Balance Free Front) upside-down fork, which manages damping outside the spring chamber, and a BFRC lite shock. Up front, two 320 mm discs are gripped by radial Brembo monobloc four-piston calipers, and the ABS also works in corners.

Moto.it calls the stability “granite-like” and rates front-end feel among the best in the class. MCN praises the stability and brake feel, but noticed head shake when accelerating hard over bumps in the lower gears. Visordown had to add rear preload to calm the bike on corner exit and would have liked an adjustable steering damper. Both find the ABS still too intrusive on track: it cuts in too early for MCN, too often on a bumpy circuit for Visordown. As for the winglets, claimed by Suzuki to cut lift by 8.4% (a figure reported by MCN), neither MCN nor Visordown could feel any effect.

What electronics does it get?

The SIRS package relies on a six-axis Bosch IMU: three engine modes (A, B and C), ten-level traction control that can be switched off, wheelie control (Lift Limiter), Roll Torque Control that meters torque according to lean angle, launch control, a bi-directional quickshifter (clutchless up and down shifts), cornering ABS and a system that prevents rear-wheel lift when braking downhill. There is also an assist and slipper clutch and a low-rpm assist to help pull away.

Visordown and SoyMotero describe the electronics as effective and unobtrusive. One criticism comes up in almost every review: the LCD dash, seen as a relic next to the colour TFT screens of its rivals.

Who is it for?

For riders who do track days and want to enjoy a superbike without being overwhelmed by it. According to MCN, an ordinary track day rider can feel like they’re really working the Suzuki, whereas a BMW or a Ducati operates on a level that’s hard to reach; Moto.it talks about performance within reach of an amateur. On the road, MCN finds it surprisingly manageable, if firm on broken surfaces.

On price in France, it costs more than the Kawasaki Ninja ZX-10R (€18,999), but less than the BMW S 1000 RR (€21,500), the Aprilia RSV4 (€22,100), the Honda CBR1000RR-R Fireblade (€22,749) or the Ducati Panigale V4 (€28,390), all of which claim more power.

How much fuel does it use?

Suzuki quotes 6.8 L/100 km and 158 g/km of CO2 on the WMTC cycle. With its 16-litre tank, that gives a calculated range of about 235 km. No international review has published a measured fuel figure. The European service schedule has not been published; Suzuki’s owner’s manual for the Japanese model calls for an oil change every 6,000 km or every year.

Where does it come from?

The GSX-R1000 was born in 2001 (160 hp, 170 kg dry) as the successor to the GSX-R1100. It evolved in 2003, 2005 (178 hp), 2007 (185 hp, first engine modes) and 2009 (short-stroke engine), before a complete redesign in 2017 brought variable valve timing and an IMU. According to Suzuki France, it has won 15 FIM Endurance World Championship titles since 2001.

The bottom line

The 2026 GSX-R1000R is neither the most powerful nor the most modern superbike, but the press finds it balanced, stable and easy to exploit, and it remains one of the most affordable in its class. If you want a sportsbike for track days without chasing ultimate lap times, it deserves a test ride.