PS-Tune Up Suzuki GSX-S 1000 2-2

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PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

PS-Tune Up Suzuki GSX-S 1000 2-2

PS-Tune Up Suzuki GSX-S 1000 2-2

PS-Tune Up Suzuki GSX-S 1000 2-2

PS-Tune Up Suzuki GSX-S 1000 2-2

21 pictures

PS-Tune Up Suzuki GSX-S 1000 2-2
archive

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Parts list for Suzuki GSX-S 1000 Tsurugi upgrade.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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Anyone who mounts other manifolds and slip-on rear silencers, but mainly installs TC and fuel systems, cannot avoid setting up the bike properly. Armand Mottier from Micron Systems in Furth is the master on the test bench. Obi looked closely.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
archive

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About the performance diagram: The Tsurugi gained a few more horsepower thanks to the tuning on the test bench. The waves in the power band are barely noticeable when driving.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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For the fork, we had Zupin’s original Suzuki part reworked with a fork cartridge.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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Absolutely unique: the PS triplespeed Tsurugi. If you want to read about the mainly optical conversion steps such as painting and add-on parts, you should get PS 01/2016.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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Wide handlebars, a relaxed seating position and plenty of lean angle, plus a lot of smoke – so you can really light up on the Tsurugi even away from the show mile.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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The Bazzaz system was our first choice because it was good value for money. In addition to traction control with adjusting wheels on the handlebar, our conversion also has a formidable automatic gearshift and the fuel system.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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For the GSX-S 1000 we took a closer look at the suspension struts from Mupo. The Italians already offer two dampers for the Suzuki-Naked. There is a simple and a high-end variant, depending on driving skills and budget. The importer is Zupin in Traunreut.

PS-Tune Up Suzuki GSX-S 1000 2-2
archive

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After the renovation, it goes to the practice and the Tsurugi has to show what she can do.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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Even the lamp mask with the small panel symbolizes the basic idea of ​​the GSX-S conversion: Katana heritage meets high-tech, with LED light from 4X LEDs in the original Katana plastic.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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Obi and Jens discuss: The weather is going to be bad, which Mupo shock absorber should it be? High-end – that’s for sure!

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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A damn hot mix in terms of grip and handling: the Rotobox RBX2 full carbon rim with the Metzeler Racetec RR. The rim not only looks spectacular, it also saves a lot of the rotating masses. Almost 40 percent in the front and almost 45 percent in the back.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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L‘Anneau du Rhin in Alsace not only offered us optimal conditions for the Tsurugi test, but with its location not far from Freiburg is often the test site for PS. Many thanks to Madame Schebel and the team on this fine route. Info: www.rheinring.com.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

PS-Tune Up Suzuki GSX-S 1000 2-2
triplespeed headquarters / Andreas Feulner

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PS-Tune Up Suzuki GSX-S 1000.

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PS-Tune Up Suzuki GSX-S 1000 2/2

TuneUp 2.0 with Triple Speed ​​Headquarters
Tuning guide Suzuki GSX-S 1000 2/2

Content of

The conversion is done, the bike is revealed. Now it goes into practice: Function test and coordination, chassis and electronics, fully loaded and relentlessly decelerating. The Tsurugi has to show what it can do.

Jens Hebisch

01/12/2016

So there it is. The rebirth of a legend. The return of the katana, the PS triplespeed Tsurugi! Presented at the Essen Motor Show in early December 2015, it is immediately clear to us and the PS editorial team: This iron cannot go to waste on any show stage. Our sinister blade has to hit the track, and as quickly as possible. So get on the weather radar and then phone the slopes of the continent. We quickly notice that, on the one hand, Petrus seems to be a Tsurugi fan. On the other hand, L‘Anneau du Rhin, the small, iconic race track just behind the German-French border, has a hard time feeling like “the edge” with the distinctive face. Without further ado, the “race management from Alsace” offers us their fine asphalt for courageous testing. It doesn’t take long to think about it, because the Advent weekend is simply declared a track test. Instead of high-proof mulled wine, there is octane-containing fuel!

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The Tsurugi is quickly stowed away, the racing equipment loaded and the largest knife from the cutlery box clamped between the teeth. But wait – who first part of the Tsurugi TuneUp has read carefully, he will surely also remember that we still have open items on our to-do list. Rebuilt on a grand scale – yes. But the technology such as the chassis and electronics should be sharpened.

Chassis / tires

With regard to the suspension elements, our first point of contact is Zupin. Already at the last PS TuneUp of the Suzuki GSX-S 1000 We liked the Mupo material from the chassis experts from Traunreut, which they import exclusively from Italy. And even with the GSX-S, which is still very new on the market, you are right at the forefront, because the GSX-S does not yet have that much choice.

For the track test, the Zupin technicians supply the fork with a brand new Mupo R-EVOlution cartridge. The part is fully adjustable in rebound and compression as well as the spring preload. Optionally and at an additional cost, you can also order the K911 system for the cartridge. This then even enables the spring rate to be set using a sophisticated system. This consists of a spiral which is screwed into the coils of the spring and stiffens it bit by bit.

New struts for the Suzuki GSX-S 1000

There are also two new struts for the Suzuki GSX-S 1000 in the luggage. First, the inexpensive variant and direct alternative to the rather simple series strut, the Mupo GT1 with integrated expansion tank. As with the original, the part is adjustable in rebound and spring preload, but also variable in length. This enables the stern to be raised in order to change the geometry as desired. Second, the guys from Traunreut send us the full load of shock absorber performance in the form of the Mupo AB2.

This comes with an external expansion tank. In addition, it is fully adjustable in rebound and compression as well as spring preload and also offers the luxury of variable strut length. For a surcharge, we treat ourselves to the hydraulic spring preload via an external handwheel. If we still opted for the sporty all-terrain weapon Metzeler M7RR for the public asphalt, we definitely don’t want to burn or drift the sinister blade during the first track test. That’s why we put Metzeler’s current super glue Racetec RR on the noble Rotobox carbon rims. In the front in the K1, in the back in the K2 mixture.

electronics

The new Suzuki GSX-S 1000 is the first Suzuki sports iron to come with traction control as standard and thus steals a bit of the high-tech show from the in-house hyperspace killer GSX-R 1000. This will probably stay that way, at least until summer or autumn. Then Suzuki’s new superbike will also come with an extensive electronics package and will raise the in-house bar (PS reported on it in detail in the last issue).

But we wanted to raise the Tsurugi to a very high level here too. The inclined reader will wonder why. Isn’t the standard traction control with its three control levels good enough? Yes it is. It works cleanly, inconspicuously and reliably for a street-naked. Nevertheless, the better of the good remains the enemy. And that enemy comes into the ring in the form of the Bazzaz system.

As already tested in the course of the GSX-R TuneUps, the Bazzaz solution simply offers significantly more individuality in the coordination and thus allows you to get closer to the limit. Even when using plug ’n’ play, the TC works at an extremely high level. The traction control can be fine-tuned directly while driving using the optionally available and highly recommended setting wheel for handlebar mounting. And if that’s not enough, you can let off steam even more intensely in the easily understandable and intuitive software on a laptop or tablet. Options for this are offered by the gear-selective setting of the TC, for example. So everyone can find their own personal match. And that’s quick!

Less power than the production bike?

If you take into account the other contents of the “all-round carefree package” from Bazzaz, namely the fuel system (similar to the Power Commander from Dynojet) and the spick and span automatic gearshift, the part is currently unbeatable in terms of price-performance ratio. But despite all the enthusiasm for the performance of the TC, as with the Gixxer test, it should be pointed out: gross motor users on the throttle will sooner or later feel pain. Because this little helper still requires a reasonably round and, above all, “logical” driving style. Gas closed, gas fully open – it doesn’t work that way.

But enough with the raised index finger. We want to hit the slopes! On the way there, we make a short stopover for performance measurement at Micron Systems in Furth. Long faces after the first test run: less power than the production bike? And that despite, no because of the new Bazzaz fuel module? Shocker! Armand Mottier, a permanent guest at PS-TunerGP and a well-known big name in the field of test bench tuning, remains calm and reassures the TuneUp crew. “Give me an hour and we’ll manage it.” He can have the hour. Because of us all night. The main thing is that he fixes it.

And he can do it! An hour later, the Tsurugi not only loosely depresses the series performance, but also increases it again in the middle speed range, which is so important for driving. Potential customers should also be told that the Luchow bike shop as a Bazzaz importer will soon have created a suitable mapping for the Suzuki GSX-S 1000. Future orders will then be delivered directly with it.

Tracked L’Anneau du Rhin

An absolute gem in the European racing world and definitely a must-ride in every hobby racer resume – L’Anneau du Rhin. The small but extremely fine race track between Freiburg and Colmar exudes a very special flair. No modern and huge paddock or huge grandstands. No, if you turn off the small country road here in France, you will find yourself in an area similar to a manor in the next moment. The former stables have been converted into garages, and the courtyard is modeled on the shape and color of a shell. And there is a race track in the garden. The whole thing is a little surreal, but extremely personable. And as far as the slopes are concerned: there is perfect asphalt and beautiful combinations of curves. There is even a considerable high-speed straight to use the full engine power. Exactly the right thing to really swing the blade with the Tsurugi.

How does the Suzuki GSX-S 1000 drive with the latest technology? First of all, really easy, as you would expect from a four-cylinder-kilo Suzi. The engine is clean and potent on the gas. The seating position and the geometry with the wide LSL handlebars and the ABM pegs appear sporty, but everything is still absolutely relaxed. The chassis and tires are best buddies from the first meter. And the new HC3 brake pump from Magura confidently destroys the propulsion built up by the former Gixxer engine. Sounds almost boring.

Wait. After all, we have almost twelve degrees on the thermometer and various damp spots on the asphalt. Not to be forgotten, there is a moped under the rear made of the finest materials and components, almost one of a kind except for the last screw. And all virgin! A few rounds of gentle grooving is a must.

Unrestrained performance orgy

A little later the tires are at operating temperature, and the last fox has also fled across the asphalt in panic in the face of the Tsurugi. So let’s move on! And already the first big hit, the Bazzaz-TC. On the cold asphalt, it regulates extremely gently and always with maximum propulsion in mind, without catapulting the driver directly out of the way with the highsider. If the stalls are straightened up further and the lean angle is reduced, the traction increases and the control mechanism decreases.

Already at 5000 rpm there is a lot of fire in the booth. At 7000 rpm the hut is already burning properly. And if the whisk is left open and the speed continues to rotate towards five digits, the dwelling will soon be completely on fire. Yes, this K7 Gixxer engine is a bank! Restrained in the right places by the Bazzaz system, almost nothing stands in the way of an unrestrained orgy of performance.

Trust in God when diving

But only almost. Because there is the next curve and with it the next feeling of happiness. A courageous grip on the brakes is a poem thanks to the HC3 brake pump. Great pressure point, great controllability and sheer deceleration power! If the series system of the Suzuki GSX-S 1000 looks a bit bland when activating the pads, the Magura part in conjunction with the fat Brembo pistons offers the finest deceleration. This means that even in less perfect conditions, you can brake safely and confidently right into the apex of the curve.

Part of the responsibility for trusting God when diving into an inclined position is also characterized by the incredibly sensitive and appealing Mupo-Cartridge, without ever appearing nervous or too softly tuned. No, the part literally flattens and levels everything that could interfere with the lines and the choice of radius. The Mupo-Front guides the Tsurugi through the curves in a full, precise manner and as on the so often cited rails and offers maximum stability during hard braking attacks. Very big cinema, which also has a bewitching effect when it is standing. Anyone who does not get glazed eyes given the CNC milled edges of these fork caps and adjusters can definitely no longer be helped.

We’re diving the next long radius deep under the radar. The ABM notches provide maximum support. At the same time, the short grid bodies offer plenty of freedom of movement when exercising on the ball of the toes. The exit of the bend comes into view, the gas is tightened and the high-end shock absorber from Mupo ensures maximum mechanical grip. Even proper bumps cannot make a lasting impression on the spring mechanism from Italy.

GSX-S mutates into an absolute handling junkie

The noble AB2 reliably irons all wrinkles out of the asphalt. We would have liked to have said something about the cheaper GT1 shock absorber variant, but the weather thwarted our plans. At this point, however, we can state that if you want to take a real step forward in terms of performance on the track, you should take a closer look at the AB2. Rebound and compression tuning are mandatory for the track, and the Mupo part really works at a very high level.

With courageous ignition around the track, we could see that the handling does not correspond to a big bike at all. No wonder, because the Suzuki GSX-S 1000 is considered to be quite handy even in the series trim. With the help of the ultra-light Rotobox carbon rims and in conjunction with the wide LSL sail pole, it mutates into an absolute handling junkie. Here are a few numbers: The original Suzuki rim at the front weighs 4.46 kilos, the Rotobox rim weighs a mere 2.68 kilos. At the back the difference is even clearer: original rim with sprocket and carrier 7.22 kilos, carbon rim with Rotobox chain wheel carrier and chain wheel 3.93 kilos.

Two hours of continuous shooting later, it is clear that the Big Block can be moved like a Triumph Streety. The mere thought of bending over is enough to have your knee shredded across the asphalt. Course corrections? No problem! Tighten the radius? May I help you!

Super glue Metzeler Racetec RR

Finally, the last ace that we pulled out of our dark sleeve for this campaign should be mentioned: the Metzeler Racetec RR. Developed on the island’s road racing tracks and already ennobled with countless victories, they are the perfect choice for these meteorological conditions. We have often tested the new superglues under perfect summer conditions and found them to be extremely good. But this island weather shows what the experience from the British summer brought to the development of rubber. Super grip, but above all with crystal-clear feedback in the limit area. When the courage is again greater than what is physically possible, you are happy about the wide limit range of the tire.

Conclusion

The Tsurugi runs and burns. It shows that it is a mighty show, but above all it is a hell of a bike. It is a true driving machine. Built for the road, but especially after this upgrade, it’s also a very hot tip for lots of fun on the track. The PS idea in its purest form, so to speak. And so in the end all we can do is to congratulate every driver of a Suzuki GSX-S 1000 – because this part has a lot of potential.

Tsurugi upgrade parts list


PS-Tune Up Suzuki GSX-S 1000 2-2


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Parts list for Suzuki GSX-S 1000 Tsurugi upgrade.

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