In 2001, the Yamaha YZF – R1 and Honda FireBlade were the house guests that would arrive at a party with a fine bottle of Chateaux de Cheman neatly wrapped in tissue paper. The Suzuki GSX – R1000, on the other hand, would arrive late, half – cut and clutching a four pack of Stella from the local off – licence before trying to cop off with the hostess. It was instantly the bad boy of the litre bike class, obscenely powerful, raw and unashamedly brash. It was the new choice of the discerning nutter…

Yamaha gradually refined and calmed the original Rl, aiming it at a more mature rider who wanted a degree of comfort and control. Honda, in typical fashion, developed a rocketship – then spent years trying to tame it. Honda had turned its Blade from a racing whippet to a lardy Labrador by 2000.

Amongst this confusion the boys in blue grabbed a chance. The 2000 GSX – R750 had been a taster of what was to come. Suzuki realised there was a niche in the market for a balls – out litre bike and in 2001 it delivered one.

The key to the GSX – Rs success lay, unsurprisingly, in the genes of the 750. Suzuki holds the 750 in high esteem and while the rest of the Japanese manufacturers abandoned the capacity, Suzuki continued to develop its GSX – R750. It was this bike that formed the backbone of the 1000.

The odd thing is that, unlike the competition, the GSX – R1000 doesnt feel that small, despite its 750 – derrived chassis. Gixers have always tended to be larger and roomier than their rivals, a trait that continues to this day. Sit on the thousand and cramp doesnt set in.

Like most early Noughties bikes, the tank feels large as it spreads you legs wide, but the pegs arent high and the bars arent directly connected to the front wheel spindle! It is, dare I say it, civilised – until you start it up…

Theres a certain note to a GSX – Rs engine. Its hard to describe, but anyone who has ever owned a GSX – R will know that sound and feel. A Gixer motor feels loose, slightly rattly and with an engine vibe that hints at its menace within. With the Kl you get all this, yet it is also very refined.

In 2001 many fuel injection systems were still pretty crude, but Suzuki bucked the trend and got it cock – on with the Kl thanks to its dual throttle valve system. The fuelling is near impeccable, a good thing considering its class leading power.

Suzuki claimed figures in the region of 160bhp. Despite the fact this turned out to be nearer 140bhp at the wheel, that was still a clear lObhp more than its closest rival. But it was the way it delivered the extra power through an addictive top end surge that set the GSX – R aside. Up until 8,000rpm the Yamaha and Honda can stick with the Suzuki. Cross this magic threshold and the GSX – R hits warp speed and disappears. Litre bikes should give the rider a thrill, and there are few buzzes better than an engine rammed full of character with a screaming airbox. Yet it also had a chassis to harness this power.

Suzukis GSX – R750 has always had a reputation for sweet handling and the 1000s chassis is little more than a beefed up 750 unit. On both road and track it retails the 750s finesse and light feel while adding huge wheel – lifting power into the equation. As you would imagine, the occasional wiggle from the font end isnt unheard of, but a steering damper is fitted as standard and the GSX – R1000 is actually more stable than the Rl and Blade, mainly due to its suspension.

The Kayaba units on the GSX – R offer progressive damping and a remarkably smooth ride. Although after ten years theyre probably well past their best, a quick refresh allows you to discover what set them apart in 2001. The same, however, cant be said for the brakes. In 2001 they were lacking, by now theyre crap. Add braided steel lines and high friction pads to your shopping list now…

After over a decade is the Kl still worth considering as a second hand buy? Theres no doubting the engine is still impressive – 140bhp doesnt date – and the chassis is still good, but there are a few issues. In the early 2000s the finish on Suzukis was poor and if you put a Blade and Gixer of that era side by side the Suzuki will the more tired. The forks will have lost their gold coating, the paint will be flaking and the fasteners probably furred up. Unless you really look after a Kl they turn pretty shabby pretty quickly. Add to this the fact theyre also owned by enthusiastic riders who add race cans, rearsets and blue screens, and youll find sourcing an unmolested Kl tricky. If you can then the Kl is still a cracking bike, but unlike the 98 Rl or 92 Blade it just hasnt acquired the same cult following. If you are hankering after a GSX – R1000 then the K5 is the best version Suzuki has ever made, but if you want a bike that feels raw and is packed full of GSX – R essence, then the Kl is the bike to get.

So take your time while youre hunting for one, because if you find the right one youll love it!