All Tests – GSX-S1000 Test: Suzuki finally hits the nail on the head! – In dynamics: an engine … and a chassis!

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GSX-S1000 test: Suzuki finally hits the nail on the head !

All Tests - GSX-S1000 Test: Suzuki is finally on target! - In dynamics: an engine ... and a chassis!

It is obvious: Suzuki took too long to draw its first maxi roadster, leaving the field open to its competitors for more than ten years … But thanks to its fiery 4-cylinder, the GSX-S1000 is largely forgive this waiting. Test.

In dynamics: an engine … and a chassis !

Thanks to its seat height located in the "good" average of the category (815 mm, as on the Z1000 and S1000R), the GSX-S1000 is quite accessible, well helped in this area by the very limited width of its seat with promising padding.

Satisfactory on short journeys, the saddle comfort is less so over time due to the small amount of space available: narrow and not very long, the seat does not offer exceptional support or very great freedom of movement. The older ones will come up against the birth of the passenger seat, under which can also slip a disc block and a cloth.

The flat handlebars appear ideally placed, its ends slightly curved towards the bust offering a natural grip and not leaning excessively forward. Sporty roadster obliges, the GSX-S1000 however has high perched and set back footrests: it is perfect for the ground clearance in turns (excellent), a little less for the comfort of the legs.

Last ergonomic detail to take into account: if the width is pleasantly moderate at the crotch, it rises noticeably to the level of the knees due to the voluminous sides of the 17-liter tank. The unprecedented fully digital instrumentation appears well supplied and essential information (speed, fuel gauge, gear engaged, time) can be easily deciphered..

However, the engine speed requires more attention to be visualized with precision, because its graduations are small and close together. The same goes for trips and consumption indicators. However, we console ourselves by noting the presence of a remote control on the left stalk, allowing the whole to be scrolled without letting go of the handlebars..

Unsurprisingly, protection is non-existent and practical aspects restricted: no gap adjustment on the clutch lever, no rubber on the footrests, or elbow valves. The central stand is "sportingly" sacrificed on the altar of performance, while ABS is optional (500 euros).

It will therefore be necessary to be satisfied with warnings, effective mirrors, a sufficiently large crutch lug and practical tie-down hooks on the rear plates … which is not bad in this category. !

Healthy and obvious

Despite a fairly large turning radius and a firm clutch lever, the GSX-S1000 does well in urban exercise: its neutral steering, well-distributed masses and reduced weight (207 kg without ABS, 209 with) are so many assets to "switch" without sweating.

Above all, the availability of its engine is marvelous: the 4-cylinder in-line is a real elastic, able to resume at idle on higher gears without a jolt. Admittedly, all the engines of this architecture share this characteristic, but in most cases their revivals turn out to be as hectic as a snail race….

No that here: the block derived from "K5" adds to this traditional smoothness of the 4-legs an exceptional vigor. Clearly, it picks up very low, but above all very strong! For example, in 6th at 90 km / h at 2750 rpm, it is not necessary to downshift to pass calmly with a gas stroke: the "trunk" which the GSX-S1000 has in the first part of the account -tours amply sufficient !

Then acceleration is reinforced at the passage of 5000 rpm, the sound already particularly hoarse becoming all the more exciting as it is then accompanied by a muffled hum of the airbox. Until now muscular, the times become sporty up to the cap of 7000 rpm…

At this point, the arms lengthen and the family jewels contract: the 145.5 hp suddenly seem to want to blow up their 999 cc box and deploy incredible energy to this end! No respite is to be hoped for: the GSX-S1000 keeps the bit on its teeth until it enters the red zone (at 11,500 rpm) and gallops happily at over 230 km / h in 4th !

Full as an egg with its 106 Nm of torque and lightning at high speed: this "old" engine can teach many young competitors a lesson! And then, what a pleasure to reconnect with the charm of an important engine brake, so pleasant to refine a trajectory without having to touch the brakes in the context of a coiled driving.

Faults ? Yes, a few, but we forgive him easily, like his vibrations felt from mid-revs under the feet and then spread under the buttocks. Or the lack of an anti-dribble clutch which, due to the powerful engine braking, requires attention to keep the rear wheel in line during sudden downshifts, especially on slippery roads….

On several models with very few kilometers (only 56 km at the start in our case!), The selection also appeared quite rough, probably due to a lack of running in since the reports shifted very smoothly on the other GSX-S1000 present. Finally, last annoying little detail but far from insurmountable: the excessively long pull of the throttle.

On the other hand, it is impossible to disregard the jerks of injection during the go-around. Whatever the gear engaged or the degree of softness deployed by the right wrist, the evolutions on the net are unpleasant because they are systematically chaotic. The electronic management clearly lacks finesse when opening the throttle, oddly unlike our memories of the GSX-R1000 "K5"…

This phenomenon, insofar as it fatally penalizes the phases of re-acceleration on the angle, is also one of the few criticisms to be made regarding the dynamic behavior of the GSX-S1000. Because apart from that, the new Suzuki roadster proves terribly efficient in the winding !

Very firmly planted on its supports, the GSX-S1000 turns with ease, without showing any tendency to amplify or delay orders. Its stability is of the very first order: despite the large cavalry, the wide handlebars and the absence of steering damper, the front axle remains riveted to the ground, including on the bumpy and in the curves approached at more than 200 91 km / h…

This brilliant behavior is due in large part to the intelligently designed chassis, around a fairly short wheelbase (1460mm) and a not excessively closed steering angle (25 °). On the other hand, its front axle does not offer in the sequences the diabolical liveliness and the surgical directional precision of a Superduke 1290, a Tuono V4 or a CB1000R.

The wide and low rear tire (190/50/17) chosen by Suzuki – probably for the look – is no doubt no stranger … Moreover, if its suspensions are rather comfortable for the category and enjoy ‘an imperturbable agreement, the fork would benefit from offering more sensitivity at the start of the race.

Braking delivers the power expected on such a powerful motorcycle (its developers claim to have taken 270 km / h on the circuit!), But the bite of the front calipers could be more pronounced. A radial master cylinder and reinforced hoses would undoubtedly solve the problem, in addition to providing additional precision and consistency..

Due to a pedal placed too low, the rear brake is difficult to manage if necessary, not to mention that the simple caliper does not overflow with power … Finally, the ABS lacks responsiveness and its inputs into action s ‘are accompanied by force feedback on the right lever. Too bad it is not possible to program its intervention threshold as on the most sophisticated devices, or even to deactivate it for outings on the circuit … Full box on the other hand for anti-skidding, as effective as it is simple to be adjusted from the handlebars.

Half of this test having taken place in pouring rain, MNC was able to appreciate its sensitivity, its speed and especially its softness of intervention on more than one occasion, in particular during the realization of a on a small road returned as slippery as an ice rink !

Verdict: objectives achieved !

With this new GSX-S1000, Suzuki is investing the sporty roadster segment with style, its thunderous engine alone worth the detour. In addition, and this is not to displease us, the 4-legged Suz ‘proves that the race to (over) power on a roadster is not a necessity: its 145 hp is very much enough. !

The cycle part not being outdone – just like the equipment with regard to its placed price (11,999 € without ABS) – success should logically be at the rendezvous. However, as successful and tasty "mechanically speaking" as it is, the GSX-S1000 will have a lot to do to impose its arguments because it does not stand out sufficiently from the existing offer….

It is indeed neither the most original, nor the most powerful, nor the most sophisticated. However in this niche, a good part of the commercial success is conditioned by one of these characteristics, even by the alliance of the three: the Honda CB1000R and Yamaha FZ1, yesterday at the top and today "sold off" under the 10 000 € (8499 € currently for the Yam ‘!), Can attest to this…

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