All Tests – GSX-S1000 Test: Suzuki is finally on target! – GSX-S1000: the MNC technical point

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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! - GSX-S1000: the MNC technical point

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.

GSX-S1000: the MNC technical point

Engine

The GSX-S1000 is powered by the liquid-cooled in-line 4-cylinder of the Suzuki GSX-R1000 generation "2005-2008" (K5 / K8 for the initiated). Cubic 999 cc, this engine with double overhead camshaft gets its generous torque (106 Nm) from its rather large stroke (59 mm) compared to the diameter of the pistons (74.5 mm bore).

This high race – for a sports motorcycle – is all the more distinguished as the current blocks are designed more and more "super square" (bore much greater than the race), in order to develop the maximum number of horses at very high speeds..

In addition to the "trunk" that this confers, these old-fashioned dimensions have the advantage of being able to use compact combustion chambers. In return, the inertia is more pronounced, with the acceleration as with the deceleration. The key: from the "engine brake" to the gas cut, which is practically devoid of the "modern" 4-legged. Even if it means sacrificing a little flavor and pleasure in the context of road use…

Compared to the original block, the roadster engine receives several modifications aimed at promoting its low and mid-range revivals. Thus, it is "deflated" from 178 ch on the "Gex" to 145.5 ch on the GSX-S1000 in order to offer even more sensations..

The admission is notably reworked by means of a specific injection and a new "air box / air filter" assembly. The filter is also equipped with a guide in the form of a plate which helps to better channel the air and improve the flow of fresh air.

On the other hand, the 44 mm injection bodies (identical to those of the GSX-R1000) receive injectors with 10 holes slightly elongated for better atomization of the mixture (good for performance and consumption). The GSX-S1000 engine retains the second injection rail introduced on the sports car (in the intake duct), a solution which notably improves filling at mid-speed.

The cams adopt a less aggressive profile for more mechanical "roundness", while the titanium valves of the 2005 Gex are replaced by steel elements, admittedly heavier but also "cheaper", reminds MNC Keisuke Namekawa, engine manager. In terms of savings, the GSX-S1000 also ignores the anti-dribble clutch present on the sports car….

New pistons, announced "lighter by 3%", make their appearance on the roadster. In accordance with the drop in maximum power, the compression ratio decreases from 12.5 to 12.2: 1, while iridium spark plugs are adopted. The advantage of these lies in their better efficiency, but they also cost more to replace…

The last area traditionally reviewed during this type of transformation: the escapement. This is a 4-in-2-in-1 developed for the GSX-S1000, both for looks and efficiency issues but also for sound. A valve is even installed precisely for this purpose (right below). Gas balancing tubes are also present between the manifolds to optimize mid-range.

The essential plenum chamber is placed under the engine and a catalyst completes bringing the assembly up to current anti-pollution standards (Euro 3). This implies that Suzuki will have to review its system fairly quickly to adapt it to Euro 4 standards, required at European level from 2016. !

"The engine is "pre-prepared" for Euro 4", certifies Keisuke Namekawa interviewed by MNC."We could have brought it up to this standard today, but it would have cost more, for us and for the customer. This way we have until 2017 to take it to the next step towards Euro 4, which only applies on motorcycles released after January 1, 2016.", continues the person in charge of the" engine "part of the GSX-S1000.

Last differences between the engine of the GSX-R and that of the GSX-S1000: the cooling radiator, of very curved shape, is unheard of on the roadster, while a "water-oil" type exchanger is installed. On the sports car, this device responsible for cooling the engine oil worked with air. According to Suzuki, this choice would have saved space to house the new manifold, a little more voluminous..

Finally, the cylinders retain the in-house "Suzuki Composite Electrochemical Material" surface treatment which aims to reduce internal friction. In view of the always positive feedback on Gex engines, this SCEM seems rather effective !

The overhaul interval is set at 12,000 km, now the standard on all Suzuki built from 2015 onwards – with the exception of GSX-Rs – thanks to the generalization of "manufacturing processes and new materials"making it possible to extend engine overhaul intervals," says Suzuki France.

Cycle part

Unlike some of its competitors, Suzuki did not content itself with reinstalling the chassis of its sports car in its roadster: the Hamamatsu coat of arms developed a new frame for its GSX-S1000, of perimeter type in aluminum. One of its peculiarities is that its upper post descends directly from the steering column to the pivot of the swingarm..

In addition to the superior rigidity offered compared to a frame separated into several pieces between its front and rear sections, this design allows a significant weight saving. According to Suzuki, the chassis of the GSX-S1000 is even lighter than that of the GSX-R1000 from which it is visually inspired.

The beautifully crafted aluminum swing arm, perforated on the left and "banana" shaped on the right, is for its part directly from the 2005-2007 generation of the Superbike. In terms of equipment, the GSX-S1000 inherits a Kayaba inverted 43 mm fork with gold anodized sleeves.

Adjustable in preload, compression and rebound, this fork accommodates at its feet one-piece radial callipers from Brembo (the same as the Gex 2014), associated with 310 mm floating discs. Too bad that braided hoses are not also on the program … At the rear, a mono-shock absorber mounted on rods, adjustable only in preload and rebound, provides damping.

The die-cast aluminum rims are six-spoke and accommodate tires developed jointly with Dunlop. Advertised as having a high silica content, these Sportsmart D214 are mono-rubber (front and rear) and cut in 120/70/17 and 190/50/17.

Electronics and driving aids

The GSX-S1000 is only the second motorcycle in the Suzuki range to be equipped with traction control, the first being the. This traction control can be deactivated and is continuously informed by five sensors: one on each wheel which measures the speed, one at the gearbox, another at the crankshaft and one placed on the accelerator.

Thanks to the data collected every 4 milliseconds, the "electronic brain" detects the slightest start to slip by the rear wheel by comparing its speed with that of the front wheel and taking into account the engine speed, the gear engaged, etc..

On the other hand, it does not have tilt sensors, which makes it less "thin" than the most sophisticated systems in certain situations, in particular on the angle. When the slip is detected, its ECU intervenes on the power by modifying the ignition advance, then, if that is not enough, by reducing the air supply via the intake..

This traction control can be configured on three levels from the left stalk by cutting the throttle, when stationary or while driving. The first threshold (1) corresponds to the minimum level of sensitivity and intervention, the second (2) proves to be moderately intrusive and the third (3) is the most reactive. To be reserved for difficult driving conditions (rain, slippery roads).

Strangely, however, the GSX-S1000 does not receive driving modes, these different injection maps selectable on the handlebars that Suzuki had just introduced for the first time on a production motorcycle with the GSX-R1000 2005 !

Asked about this, the project manager told us that the roadster did not need this technology because it delivered less power than the sports car, and what is more, in a smoother way….

"In addition, the GSX-S1000 receives an anti-skid which was devoid of the GSX-R1000 2005-2007 (just like the current model elsewhere, Editor’s note)", adds the Suzuki manager, not really convincing (or even convinced?) with his explanations at least questionable…

The GSX-S1000 also receives Bosch ABS "last generation", assures Suzuki, which measures the speed of the wheels"50 times"at each lap. Advertised for a weight of 640 g, this rather intrusive and moderately fast control unit is neither configurable nor deactivatable: a real shame for track trips…

Finally, the Suzuki roadster releases a new simplified electronic start function, called "Easy Start System". As on some Ducatis a few years ago, this function makes it possible to start by only briefly actuating the starter, the system automatically taking charge of activating the starter until the engine is started..

Practical, this function also introduces a size change on Suzuki motorcycles: provided you are in neutral, it is no longer necessary to disengage to start the GSX-S1000, for the first time in a very, very long time on a motorcycle with the Hamamatsu crest !

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