Suzuki GSX-S 1000 F test

Menus

• Fake shock binoculars
• Discovery
• In the saddle
• Town and villages of Man
• Routes
• No limit
• Traverse roads
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

Fake shock binoculars

After the presentation of his GSX-S1000 a few months ago, Suzuki unveiled the streamlined version of its thrilling roadster, the GSX-S1000F (F for fairing). This novelty is intended to be even closer to the sports cars of the brand from which it comes.. With its sharp curves, the Suzuki seems to hesitate aesthetically between them and the Hayabusa missile. However, in the brand’s new organization chart, it does belong to the Street machines. As a reminder, the GSX evoke the most road (1250 FA and 650 F) and conversely, the GSX-R (1000, 750 and 600) remain the flagship of the range.

With its 4 titles won at TT, it is on the legendary Isle of man that the manufacturer of Hamamatsu invites us to evaluate its new muse. It was in 1962 that Suzuki won its first title, on this track of now 60.67 km / 37.7 miles, with no speed limit. What to reveal all the road capacities of the last born, while practicing a pilgrimage on this promised land of all bikers. From the Birmingham-Man flight, the mood is set by my seat neighbor, absorbed by the biography of…. Guy Martin.

Discovery

The declination of the roadster has a much more powerful personality than that of its false twin. Racy but ostentatious, its appearance is unequivocal in terms of its sporting pretensions. Tapered, its front face plunges like a beak, widening out into two angular optics, the lower ends of which receive position lights. The whole is surmounted by a narrow bubble devoid of adjustment and framed by narrow two-tone and multi-layered sides..

The whole forms, even more than on the naked, a muscular front with imposing and protruding shoulders. The rest of the machine picks up on the aesthetic of its double naked, stretching its lines smoothly over the 17-liter tank and towards the rear loop that is noticeably tilted forward..

The general finish is appreciable, down to the details, where trim and components hardly suffer from their adjustment. The different surfaces of the fairing provide dynamics and elegance. Engine housings and matte black frame surfaces are neat, cables and hoses well integrated into the block. The whole machine consists of a frame with a strong and powerful visual signature.

To finalize the aesthetic, we can also use the wide choice of carbon-based options and other customization accessories. My favorite remains the set of front calipers of the same color, or not, as the machine ….!

In the saddle

Identical in position and sitting to the naked model, the GSX-S1000F appears low, with its 815 mm seat height. Its narrowness of the saddle optimizes accessibility. Without excess, the flexion of the legs is still marked and the recoil on the saddle limited. The bust tilts naturally, letting your hands fall on the Renthal wide flat hanger. Halfway between sporty with straight handlebars and equipped roadster, the Suzuki seems ideal for the extreme exercise that is road racing. Nearly 17 cm taller and 7 units closer than the half-bracelets of a GSX-R, the handles provide finer control. Lowered by 24 mm and advanced by 32, the ground clearance will however be less effective.

Uncluttered, the cockpit reflects the overall design, dynamic and efficient. Sober, in its anthracite livery, the upper triple clamps the handlebars on short saddles. Next to them, we note the fork caps supporting the adjustment elements. The compression one is at the bottom of the steering gear. On the right hand side, the starter is impulse. One press is enough and, from now on, without holding the clutch. There is also a brake lever adjustable in spacing. On the left stalk, the cable clutch is devoid of this attention.

Large and ergonomic, the control managing the electronics is particularly successful. The functions are grouped together on a large LCD screen with adjustable contrast. There are bargraph tachometers (with 5 configurable displays) overlooking the tachometer, clock, gear indicator engaged, anti-slip level and engine temperature gauge. By pressing upwards, the odometer, two partials and the display brightness are displayed successively. Downwards, we obtain autonomy, average and instantaneous consumption. Readable month, the fuel gauge underlines the whole. An additional pusher adjusts the desired level of traction on 3 levels.

Town and villages of Man

Completed three weeks before our arrival, the last edition of the TT gives us some specific elements still in place (protection of posts, straw bales in red and white envelopes)…. Enough to raise some excitement when getting on the GSX-S1000F lined up in Grandstand, the starting point of the race. It’s time to put your tires in the footsteps of living and lost TT legends. Starting with that of our Marshall of the day, Richard "Milky" Quayle, multiple winner of the race.

Leaving the pits, we set off towards Bray Hill, at 30 miles / h (48 km / h) regulation outside the race, in built-up areas. Outside the walls, it’s all the time…. up to you! But of course we will have to take into account the traffic, the road not being closed.

The four-cylinder sets the tone. Its deep and full melody recalls its hyper-sport origin. Within the traffic, the balance of the cycle part is well helped by a distribution of the masses placed at the lowest. Its weight of only 212 kg (214 kg with ABS) ready to roll gives it an appreciable pleasure. Content, the turning radius makes maneuvering in town easy. And the good vibration-free rear-view field makes it possible to check that no competitor is catching up with you ….

Particularly flexible and available, the Suzuki unit takes the crew with vigor from the lowest revs, whatever the gear engaged. If the clutch control is a little firm, the selection is always smooth and precise. We therefore regret, as on his sister, the injection spurts during the go-around. Sensitive on the first three gears and up to nearly 5,000 rpm, these jerks affect comfort and efficiency in many phases of riding. Fault comes back to ecological standards and its depleted mixture, the block being Euro 3 standards and ready for Euro 4. We want an update of this mapping, unworthy of performance and general approval of the engine. Likewise, the vibrations are still present, as on the naked model, from 4,000 revolutions-minutes but then diminish. Fortunately, at a faster pace, the four-cylinder is just fun.

Routes

This is how, leaving Ballacraine, we reach the coast and its more delicate but bumpy route.. Filled with very fat torque and endowed with a remarkable extension, the 999 cm3 Suzuki supports its furious evolutions with captivating vocalizations. From the dull rumble of revivals to the metallic shrillness of high revs, few other four cylinders flatter the ear as much. Angry from 4,000 laps, he becomes masterful at 7,000 and orgiastic beyond, without ever losing his strength before the breaker at 11,800 laps. In 4th, we then flirt with 130 miles / h (210 km / h) between low walls and tree-lined fields…. but very far from the rhythm of the heroes.

The uncertain asphalt highlights the neutrality of the GSX-S1000F and the tuning of its suspensions. If the front axle seems light, it corrects itself, offering more sensations than worry. I still closed the front and rear trigger, for more precision and to limit movements. Efficient and sensitive.

Under the canopy of trees, we head towards Ballaugh Bridge, where it is fashionable to leave the ground. We don’t mess around with local customs, to which I comply, modestly of course. My mount finds the floor without flinching and ready to tackle the "mountain" after crossing Ramsey.

A few tight curves allow you to appreciate the precision of the cycle part and the ease of setting the angle. Alas…., We get back to the jerks of injection, making it difficult to pass over a trickle of gas…. Prejudicial to the approval, to the trajectories and painful. Especially since the agility is good, the GSX-S1000F positioned by eye, responding to the slightest pressure on the handlebars and footrests. However, as on its twin, I would have preferred a smaller rear tire width to further improve the agility of the machine. The traction at the exit of the turn is well assured by the 190 mm of the envelope, but the latter sometimes gives the impression of "sticking" on the rapid changes of angle. The driving wheel collects 160 horses (unofficial) without harm, placed under the vigilance of a anti-skating still as transparent in its implementation. The ergonomics of the controls allow rapid parameterization and the pushbuttons reflect the general ergonomics: simple and accessible.

No limit

The horizon opens again towards Bungalow, giving way to excess. Launched at more than 140 miles / h (240 km / h), I protest against the limited recoil of the rider saddle. It lacks 30 to 50 mm so that my eighty-four meter elongates more easily behind the narrow windshield of the Suzuki. Although minimal, this large windscreen brings a real plus, just like the fairings, significantly deviating the air pressure. The whole also plays positively on the front end of the Japanese, allowing a piloting all the more serene and lively. Likewise, the progressive and powerful braking delivered by the front calipers ensures, on all occasions, decelerations of the first order. If necessary only, the ABS (not disconnectable) will go out of its discretion, without affecting the handling. The rear element seems a little discreet but provides good control of the trajectory if necessary.

It’s the end of the hills and the front wheel still takes off on the descent of Creg-Ny-Baa and its well-known pub, placed in the middle of a curve. The stretches that follow allow me a nice 155 miles / h (250 km / h) before slowing down and coming back to our starting point.

Traverse roads

After two laps of the circuit, our guide took us on less traveled, very narrow tracks with a corrugated iron type coating. This is where the champion comes to test his suspension settings…. Our GSX-S1000F is doing brilliantly. If the comfort and logically undermined, the machine maintains its homogeneity at all times and still keeps a good pace. Even when, slightly angled, the two wheels leave the ground…. the machine barely sails on landing and instinctively resumes its trajectory. An excellent point, proving an efficient and particularly successful part cycle.

Part-cycle

Neutral front axle, all the more evident on this streamlined version and agility characterize the GSX-S1000F. Its quality fork allows you to read the road with serenity. The shock absorber fits honestly with the front once adjusted and allows you to appreciate the rigidity of the Suz ‘. You can also keep the brakes on the angle without uncertain reaction.

Braking

To stop the big roadster, the Brembo monobloc radial calipers are largely up to the task. Progressive and powerful, they allow you to adjust decelerations with precision. Efficient, ABS is perfectly configured. The rear device is a useful addition to the system, allowing the machine to be seated with precision on a curve..

Comfort / Duo

250 kilometers of mythical roads have not damaged my physique. Only the most violent shocks undergone on the "track-test" of our marshall got the better of the general comfort. The geometry and ergonomics on board do not fall into the radical, preserving the pleasure. Short and low, the bubble only provides the minimum service, but it is already a lot for those who refuse to flag at each exit.

Pure sporty roadster, the transport of a passenger will be anecdotal. The jump seat serving as a seat and the absence of an effective retention device will only appeal to masochists.

Consumption

At a good pace on intermediate reports, the GSX-S1000F displays an average consumption of 7.2 liters per 100. By keeping the 6th more often, we fall to 6.5 liters. And at a slower pace than during our test, we must be able to lower consumption even further. Suffice to say that the machine is sober in view of its performance.

Conclusion

The surplus of aerodynamic deflectors and the fork crown do not make the GSX-S1000F a machine really different from its sister. On the contrary of a Yamaha MT09 and its variation MT09 Tracer, the Suz ‘is, in the literal sense, a streamlined roadster, without affecting its handling. Its assertive aesthetic still gives it an unusual character in the Hamamatsu firm. However, their great similarity may raise questions about the positioning of this Suzuki. Unlike some of my colleagues, I find the F more relevant than the naked, as its few differences give it greater approval. And I even think that this model could have been sufficient on its own. One could object that a GSX-R with straight handlebars could have been suitable, but its more radical geometry and its electronics devoid of anti-slip would perhaps not have brought sufficient homogeneity..

At little cost, the Japanese manufacturer offers two powerful and efficient motorcycles, with attractive mechanics. We can only oppose him the same competitors as his sister and the latter too, priced € 11,999 and € 12,499 with ABS. The novelty is displayed at € 12,599 and € 13,099 with anti-blocking, i.e. 600 € more.

Apart from this family war, I will only cite his closest colleague in concept, undoubtedly the attractive one. Aprilia Tuono V4 R APRC ABS, priced at € 13,999. Less "virile" and electronic, the Suzuki GSX-S1000F opposes the card of a seductive versatility for a superior daily pleasure. Even if the price of the Japanese then seems a little high. At the crossroads of two worlds, the GSX-S1000F joins the Italian in this unusual genre, which could create a new trend.

Strong points

• Engine character and availability
• Agility of the chassis
• Comfort
• Ergonomics
• Finishes
• Electronic

Weak points

• Injection jerks penalizing at low speed
• Rear tire too wide
• Vibrations
• Damping a little dry on strong compressions

Suzuki GSX-S 1000 F technical sheet
Suzuki GSX-S 1000 F technical file

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