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!