The first-generation GSV-R, internally designated XRE0, entered competition in 2002. Suzuki originally planned to wait until 2003 but moved the debut forward by one year. The XRE0 used a newly developed 990 cc engine but retained much of the old RGV500's chassis, including tires and fairings, which introduced stability problems throughout the season. Despite these difficulties, the XRE0 achieved a second place at the opening round at Suzuka and a third place at Rio de Janeiro. Consistency was elusive, with riders frequently encountering crashes or mechanical retirements. Kenny Roberts Jr. ended the 2002 season ninth overall as the team's top finisher.
For 2003, the XRE1 introduced a revised engine, changing the cylinder angle from 60 degrees to 65 degrees, alongside further chassis refinements. Development continued across subsequent seasons under the XRE designation series, with each iteration targeting the handling, power delivery, and reliability weaknesses identified in the previous year's machine.
When MotoGP regulations reduced the maximum displacement to 800 cc from 2007, Suzuki developed an 800 cc version of the GSV-R, internally coded XRG0. The new engine shared its basic layout with the 990 cc predecessor but required a complete redesign of bore, stroke, and cylinder pitch to suit the smaller displacement. The XRG0's engine control unit, supplied by Mitsubishi, was capable of producing 220 horsepower at 17,500 rpm. The chassis layout and wheelbase from the 2006 XRE4 were carried over, though the fairing was redesigned for improved high-speed stability.
The 2008 successor, designated XRG1, was developed in close collaboration with factory riders Chris Vermeulen and Loris Capirossi. Suzuki described it as the most technically advanced racing motorcycle the company had produced to that point. The XRG1 focused on improving acceleration through a thoroughly revised version of the XRG0 engine paired with an updated Mitsubishi ECU. Fuel consumption was reduced, and chassis refinements improved cornering performance and change of direction. A new fairing reduced aerodynamic drag to complement the handling improvements.
At the end of the 2011 MotoGP season, Suzuki announced its withdrawal from the championship, citing cost reduction pressures in the wake of the global economic downturn. The GSV-R competed in its final MotoGP race in 2011. When Suzuki returned to the MotoGP paddock in 2014, the GSV-R name was retired and the new machine was designated the Suzuki GSX-RR, reflecting a closer link to Suzuki's production superbike naming conventions.
The GSV-R never achieved a race victory during its decade in MotoGP, but it kept Suzuki competitive in the championship through the transition from two-stroke to four-stroke regulations and across the shift from the 990 cc to 800 cc displacement limits.