One hundred GSX-R1000SEs will be produced worldwide, each of which will be distinguished by a brilliantly polished and chromed chassis, unique “candy apple” blue wheel spokes (rims are machined and polished) and engine covers, and blue-anodized upper fork legs and other selected parts. Of this 100, 50 will be made available in the U.S.
In Suzuki’s compound in the Indianapolis Motor Speedway infield, a large “wall of success” was displayed, commemorating Suzuki’s accomplishments and its presentation in American motorcycle journalism through the decades. Several historic GSX-R racers were shown, as well. In the afternoon, the winner of a Hayabusa custom judging was declared. Hayabusa’s strong and passionate clientele is served by an extensive aftermarket of custom and high-performance accessories challenging that of Harley-Davidson, testifying to the popularity of this “too much is just enough” powerhouse.
Phantom over the Indy speedway and Suzuki tent
Lest anyone forget, the original air/oil-cooled Suzuki GSX-R750, designed by a team under engineer Etsuo Yokouchi, was a revolution in power-to-weight ratio when it was introduced here in 1986. Essentially 100 pounds lighter than other machines in its class, the GSX-R quickly became the enduring backbone of high-performance motorcycling in the U.S.
Why chrome, translucent paint and blue anodizing? Why not special performance features derived from the bike Suzuki will use in its return to MotoGP in 2015? I may be a motorhead, but I understand that few Americans buy a bike for its compression ratio or valve overlap. They buy the look and they buy the rep, both of which this GSX-R has in plenty. Suzuki studies the market and builds to suit.
Pricing and availability were not announced.