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quickshifter and full-throttle launch control for traffic light

supremacy – and race starts, yeah, race starts.

The lack of an Inertial Measurement Unit comes as a bit

of a surprise. Without one, the GSX-R won’t be able to run

lean angle-sensitive ABS or drive a clever semi-active

suspension option like the BMW S1000RR’s down the

track. Suzuki believes it’ll get the fundamentals so right

that the bike won’t need one, and that’s got to be good

news for the retail price.

Suspension-wise it’ll wear the latest good bits from

Showa, namely Balance Free Front (BFF) forks with

external damping circuits and a Balance Free Rear

Cushion (BFRC) shock, and street riders will appreciate

Suzuki’s first LED headlight. We’ll hear more about the

bike’s final spec as it enters production.

I sure don’t envy the product team on a job like this.

Today’s top-end superbikes are so damn fast, and so

damn full of expensive bits and pieces that you’ve got to

spend a ton of money to be in the hunt. Suzuki believes it

can engineer its way back to the top rather than getting

there with expensive electronics, producing a bike “that

doesn’t require a degree in engineering to understand,

and doesn’t need constant adjustment by a squad of

computer technicians to work.”

It’s a bold statement in this electronic age, but one that’s

bound to resonate with a lot of riders. Let’s see how it

fares when the chips are down, and let’s see how much

longer Honda holds out with its ageing Fireblade design!