Driving report Suzuki GSX-S 1000: clear edge

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Driving report Suzuki GSX-S 1000: clear edge

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

Driving report Suzuki GSX-S 1000: clear edge

Driving report Suzuki GSX-S 1000: clear edge

Driving report Suzuki GSX-S 1000: clear edge

Driving report Suzuki GSX-S 1000: clear edge

13th pictures

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

1/13
While the predecessor was quite rounded and – let’s say – conservative, sharp edges determine the appearance of the new edition.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

2/13
Modern winglet-like, jagged cladding parts around the overall beefy front, the cascading LED headlights.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

3/13
The tank unit is new, also more angular and the fuel barrel has even grown by two liters. The welds are nicely done, everything is neatly laid around the four-cylinder, the new Euro 5 exhaust goes through as pretty discreet – great!

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

4/13
The quad takes on the gas very directly and fits perfectly on the country road. Just like the standard built-in automatic gearshift with blipper function – it works flawlessly.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

5/13
For real sports enthusiasts, the final crispness is certainly missing, but with the Dunlop Roadsmart 2 in special specification, the Suzuki operates at a very good level.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

6/13
The chassis does just as well. The response is of a good standard, the fully adjustable fork is suitable, not too gently tuned.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

7/13
In mode B, he then takes on the gas with a noticeably more reluctant approach, so that the A-mode basically remained in free running. All in all a very cultivated engine that still has its raison d’etre.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

8/13
Below 5000 rpm, the transmission wants to be shifted down a gear if the S is to be off the leash at the end of the curve.

Driving report Suzuki GSX-S 1000: clear edge
Amylee Photography

9/13
If others are to catapult themselves into ever higher spheres of performance, Suzuki two horsepower more were easy enough. Instead, they ironed out the rev range for the new edition. In the middle it should press more linearly, even if two Newton meters were cut for it.

Driving report Suzuki GSX-S 1000: clear edge
Suzuki

10/13
Now it’s time to start the four-cylinder. As is typical for Suzuki, it only takes a blink of an eye and the engine babbles cleanly to itself.

Driving report Suzuki GSX-S 1000: clear edge
Suzuki

11/13
The display immediately reveals that Suzuki prefers to stick to Atari-like displays on the LCD screen – the others should use TFT displays!

Driving report Suzuki GSX-S 1000: clear edge
Suzuki

12/13
The ABS controls in a very sporty way on a well-controlled brake, which could be a bit more snappy for sports people.

Driving report Suzuki GSX-S 1000: clear edge
Suzuki

13/13
A short rear that is strongly reminiscent of the GP motorcycle and the aluminum struts of the frame rear, which are now nicely visible.

motorcycles

Naked bike

Driving report Suzuki GSX-S 1000: clear edge

Driving report Suzuki GSX-S 1000
Known to be virtuous with a clear edge

The Hayabusa was the beginning, with the GSX-S 1000 it goes into the second round and towards the end of the year it should continue with several new products.


Uwe Seitz

05/14/2021

In this article:

  • The round has to be edgy
  • New cockpit
  • Fresh technology with blipper
  • Cult engine with culture
  • Chassis approved
  • Conclusion

After yawning for years, they seem to have awakened from a deep slumber in Hamamatsu. And given the styling of the new GSX-S, you rub your eyes almost in disbelief.

The round has to be edgy

While the predecessor was quite plump and – let’s say – conservative, sharp edges determine the appearance of the new edition. So let’s take a closer look at the GSX-S and positively register the small indicators front and rear, modern winglet-like, jagged trim parts around the overall beefy front, the cascading LED headlights, a short rear, the Strongly reminiscent of the GP motorcycle and the now beautifully visible screwed aluminum struts of the rear frame. The switch units are cleared and look valuable. The tank unit is new, also more angular and the fuel barrel has even grown by two liters. The welds are nicely done, everything is neatly laid around the four-cylinder, the new Euro 5 exhaust goes through as pretty discreet – great!

New cockpit

Then we turn the analog key to the right. The display immediately reveals that Suzuki prefers to stick to Atari-like displays on the LCD screen – should the others use TFT displays! In addition to the control lights, you can see everything at once: gear indicator, rev counter, water temperature, tank level, kilometers, speed information, driving mode and selected traction control level. If you want, you can have the lap time displayed. That’s it. Pampering offers look different. Sharp contrasts, especially when exposed to sunlight. But what did Suzuki think with this finish of the black plastic cladding in front of it, which is repeated again on the side panel? “Camouflage look” is intended to attract young people, but reminds us older contemporaries of Eternit panels of old row houses on the weather side.

Driving report Suzuki GSX-S 1000: clear edge

Naked bike


Suzuki GSX-S 1000 (2021)

Restyling for the naked bike

read more

Fresh technology with blipper

Now it’s time to start the four-cylinder. As is typical for Suzuki, it only takes a blink of an eye and the engine babbles cleanly to itself. The new clutch has a positive effect when shifting gears, the manual force is minimal. Also typical for Suzuki, the gang moves in fluffy and off you go to the Odenwald. The display shows driving mode A. B and C – which also release 152 HP peak power – we save for later. The quad takes on the gas very directly and fits perfectly on the country road. Just like the standard built-in automatic switch with blipper function – it works flawlessly. The traction control, which is regulated via data synchronization, now offers five levels and can also be deactivated. The ABS controls in a very sporty way on a well-controlled brake, which could be a bit more snappy for sports people. That’s it with electronics goodies. No six-axis IMU with lean angle sensors for the brake, TC, slide, launch or whatever control. You could also say: As a GSX-S rider, you have everything almost everywhere in your own hands.

Cult engine with culture

Fits, because the engine does not overwhelm even halfway experienced drivers with it. If others are to catapult themselves into ever higher spheres of performance, Suzuki two horsepower more were easy enough. Instead, they ironed out the rev range for the new edition. In the middle it should press more linearly, even if two Newton meters were cut for it. The GSX-S pushes smoothly and without a hole. But the four-cylinder needs speeds for the really big momentum. Below 5000 rpm, the transmission wants to be shifted down a gear if the S is to be off the leash at the end of the curve. In mode B, he then takes on the gas with a noticeably more reluctant approach, so that the A-mode basically remained in free running. Overall, a very cultivated engine that still has its raison d’etre.

Chassis approved

The chassis does just as well. The response is of a good standard, the fully adjustable fork is suitable, not too gently tuned. I would have liked to have turned in a little more compression on the strut, but unfortunately there was no time to try it on the first appearance. Overall, the GSX-S is a road sweeper with reasonable handling. For real sports enthusiasts, the final crispness is certainly missing, but with the Dunlop Roadsmart 2 in special specification, the Suzuki operates at a very good level. This also benefits from the wider handlebars, which are moved closer to the driver, but when the seat height was a little too low for me as a 1.83 m tall driver.

opinion poll

Voted 1757 times

It always has to be the newest naked super athlete?

No, Suzuki is doing it right. Great country road mopeds at a top rate.

Always. I need the newest, fastest, most expensive. Otherwise it doesn’t work – at the regulars’ table.

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Conclusion

While others indulge their naked bikes with a lot of electronics, performance and nicer details, Suzuki is holding back on exactly that. Hamamatsu serves up a puristic bike that is neither state of the art nor can claim the benchmark. The customer gets a no-frills motorcycle with a matching chassis and engine for a reasonable price – Suzuki virtues of the good old kind, now served edgy.

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