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• More being than appearance
• Few of them miss the electric playground
• Suzuki GSX-S 1000 with measured 156 hp
• GSX-S 1000 harmonizes with Dunlop D 214
• Nerve-friendly ABS
• Only 4.5 liters over land
• Motor and data GSX-S 1000
• Technical specifications
• Setup and abnormalities
• Noticed
• Conclusion and competition

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35 photos

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Despite the jagged radiator cowling, round shapes dominate the GSX-S. The swing arm comes unchanged from the GSX-R super sports car.

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Suzuki GSX-S 1000.

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Suzuki GSX-S 1000.

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Suzuki GSX-S 1000 in the top test

More being than appearance

No ride-by-wire, no riding modes, no performance escapades or eccentric design – the no-frills Suzuki GSX-S 1000 is making a comeback in power-naked bikes. Is the new power pin of the Working Class Hero, the uncomplicated and down-to-earth hero of work?

D.he Suzuki model planners took their time with their Suzuki GSX-S 1000 power-naked bike. A lot of time. Because while the Japanese neighborhood of Honda (CB 1000 R), Kawasaki (Z 1000) and Yamaha (FZ1) has been sending the skinless Superbike derivatives onto the country roads for years, BMW recently followed suit with a four-cylinder (S 1000 R) Suzuki is strikingly back. Perhaps the men from Hamamatsu were still sulking. Because the fans were hesitant to accept their ultimate power max, the 184 hp B-King back then – in the years 2007 to 2012. And because they despised the formidable Hayabusa engine and the excellent chassis because of the martial design.

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Suzuki GSX-S 1000 in the top test
More being than appearance

GSX-S 1000 so cautious because of this history. It stands there squat, beefy, somewhat rounded around the radiator cowling. Chubby? The scales give the all-clear. 212 kilograms with a full tank. That is ten kilos less than the eccentric Z 1000 and only five more than the sports friend S 1000 R. Obviously, the Suzuki GSX-S 1000 does not want to promise too much, rather to be more than it seems. Even when you press the button. Servo starter. After tapping the organ, it continues until the engine starts. As if this propellant needed it. Push the start button for a blink of an eye and the four-cylinder immediately babbles to itself from its stainless steel exhaust system. Regardless of whether it is a cool early start or a revitalization after the hot evening lap. It’s no different from Japanese four-in-a-row. Not even from the GSX-S engine. There is a reason why it does not come from the current GSX-R super sports car, but from the parts store for the version built between 2005 and 2008. After all, the ten-year-old quadruple with a 1.7 millimeter longer stroke offers better systems to emphasize the core competence of a naked bike: the full pressure from low and medium speeds.

Few of them miss the electric playground

The four-man pushes the car from idle and invites you to step into the next higher gear at 4000 rpm. At the latest at 70 km / h, the 6 is in the gear display of the cockpit, it would feel like a seventh or eighth gear could still be used. The Suzuki technicians did not briefly translate the GSX-S for the cuddle course. On the contrary. In the first four gears it is even a bit longer than a BMW S 1000 R or the Z 1000 from Kawa. This is all the more astonishing because the Suzuki GSX-S 1000 does not take the final step towards the latest technology in engine management. Instead of ride-by-wire and the associated complex electronics, the GSX-S still relies on its forerunner, the double throttle technology. The driver only gives the commands via the conventional throttle cable to the first of two throttle valves in the intake tract. 

The second, downstream throttle valve is operated by the on-board computer via a servomotor, taking into account the speed, the gear engaged and other parameters. That’s not bad, and it has been tried and tested for a long time. However, this technology does not offer the full range of control options. In this respect, the Suzuki driver can save himself the need to press a button to click on various driving modes. Only a three-stage traction control can be selected or switched off from the handlebar switch. That’s it. And, hand on heart, in real life very few will probably miss the electronic playground. And therefore concentrate on the essentials. For example, the very moderate seat height of 810 millimeters, the cuddly padded seat cushion, the butted handlebars well-chosen in height and cranking, the pleasant knee angle or the clear and not overloaded display. All of this fits in with the down-to-earth appearance of the GSX-S. 

All tests and articles about the Suzuki GSX-S 1000

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Suzuki GSX-S 1000 in the HP driving report

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Suzuki GSX-S 1000 with measured 156 hp

Nevertheless, one thing is clear: a power bike is not made for cuddling. So, gas on! But if you expect a lightning storm after the whispering wind, you need a little patience. Because initially the four-cylinder pushes forward easily and in a highly cultivated manner, but despite its design and torque-promoting exhaust flap, it first has to take a breath. Don’t get me wrong. 60 HP at 5000 tours or 75 horses at 6000 rpm are already pulling the chain vigorously, but especially in this middle speed range, which is so practice-relevant for naked bikes, the torque curve of the Suzuki GSX-S 1000 sags a bit, to be able to cope with the 6500 Pick up the brand. Because then it goes off, the express mail. The four-cylinder roars the naked woman aggressively, and with 156 HP measured by MOTORRAD, it harnesses eleven horses more than the declared 145 HP. And gives this herd its free run. Whether when pulling through in last gear or when accelerating from a standing start, the Suzuki GSX-S 1000 puts impressive values ​​on the asphalt floor in every discipline. The smooth three seconds from 0 to 100 km / h alone are record-breaking for a naked bike – and yet rarely relevant on the country road. 

Because there, the nursery of the drive is much more decisive. In this respect, the Suzuki GSX-S 1000 has a weakness. Because despite the smooth running of the engine, the inconspicuous gearbox and the easy-to-dose clutch, the hard throttle response, which does not match this well-groomed character, disturbs the curve twist. The engine bites aggressively when the gas is applied, occasionally drawing a jagged point in the round line. Those who are used to this will apply the gas very gently, maybe even smooth the jolt in tight radii with the clutch. Anyone who is surprised by this peculiarity will – at least in these moments – perhaps wish for the manners of an engine domesticated by ride-by-wire.

GSX-S 1000 harmonizes with Dunlop D 214

At level 3, the most sensitive coordination of the traction control, the wildly flashing warning light in the display gives a touch of Marc-Márquez-feeling on bumpy country roads, even with moderate pull on the cable. The use of the slip regulator, which is subtle via an adjustment of the ignition timing and throttle valve intervention, remains barely perceptible to the pilot. However, if you also get traction control to intervene in level 1, you should perhaps think more about the less risky aspects of motorcycling. Which you can definitely enjoy with a power naked bike. The Suzuki GSX-S 1000 pulls its line cleanly. Much more neutral than the Suzuki would initially have believed on the Dunlop D 214 tires. For example, while the Kawasaki Z 1000 on these tires (special code T) is plagued by self-steering behavior and improper positioning when braking in an inclined position, the Suzuki harmonises considerably better with these counterparts mounted in the special code “M”. 

Only the feedback should be more transparent in the case of a greater incline. Especially since the Suzuki GSX-S 1000 could use some encouragement in the winding curves. Above all, the knee joint, which is quite wide at 40 centimeters, gives a subjectively perceived massive feeling despite the wheelbase (1460 mm), steering angle (65 degrees) and the said ideal weight (212 kilos). This is also objectively reflected on the handling course. The GSX-S lags about a second behind the best times of its classmates. 

Nerve-friendly ABS

This difference can also be felt in the wild. Especially on undulating terrain. The technicians have tuned the suspension of the Suzuki GSX-S 1000 to be sporty and taut. Still responding well to small bumps, the relatively hard springs on the fork and monoshock transmit coarser blows to the pilot. Attempts with reduced damping or reduced spring preload did not bring any significant improvement, so that the series tuning ultimately emerged as the best compromise. 

After all, the cute upholstered seat cushion cuts the tip of the strongest rashes. Nevertheless: The suspension offers plenty of reserves, the ride comfort of the Suzuki GSX-S 1000 is within acceptable limits for sporty naked bikes. And: Handlebar slap or nervous fidgeting are alien to the Suzuki, which is designed and tuned in this way, even on the worst of terrain and without a steering damper.

The ABS is also easy on the nerves. With 9.4 m / s², thanks to the latest Bosch technology, the anti-lock device decelerates at a high level and – at least as importantly – keeps the rear of the vehicle on the ground both in solo and passenger operation. That’s a good thing, and certainly thanks to the rather defensively selected pads for the Brembo monoblock calipers, which are typical for Suzuki. Here, too, very few will miss the aggressive bite of a BMW or KTM system.

Only 4.5 liters over land

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The GSX-S is actually a sensible muscleman.

Especially since the Suzuki GSX-S 1000 remains true to the image of the rational muscleman. From the on-board tool kit with a hook wrench for pretensioning the monoshock spring, to the helpful little luggage loops under the pillion seat, to the inspection intervals extended from 6,000 to 12,000 kilometers, the GSX-S is based on what is sensible and necessary instead of visions. The lowest road consumption of all current power nakeds also belongs to this spectrum. The GSX-S only consumes 4.5 liters on a moderate ride over land, an acceptable 5.5 liters at 130 km / h on the motorway.

There it could run 250 km / h if the technicians had not limited the maximum speed in the last gear from 11,800 / min to 10,800 / min and the top speed to 240 km / h. No problem. It burns straight as a bolt even over roughly cross-grooved highways. Still, the battle with the self-inflicted hurricane is not fun. That’s why the Suzuki GSX-S 1000 stays on the country road. Like most of her conspecifics, with whom she is now fighting. The introductory offer of 11,490 euros (including Yoshimura exhaust and anodized brake calipers) expired before this issue was published. Now Suzuki has added a change bonus of 700 euros to compete against the technically similar Honda CB 1000 R and Co., which lure with four-digit offers on the Internet. It won’t be an easy fight.

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Motor and data GSX-S 1000

35 photos

Pictures: Suzuki GSX-S 1000 in the top test

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GSX-S engine

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That’s where I come from: Instead of the engine used in the current GSX-R, Suzuki uses the GSX-S …

Proven powers

Instead of using the engine from the current super sports car GSX-R 1000 for the GSX-S, Suzuki uses the four-cylinder from the GSX-R built between 2005 and 2008 in the new power-naked bike. The reason: modern sports engines are in favor of high peak performance and ease of rotation designed to be short-stroke throughout. Uncovered power bikes have different priorities. It is important for them to run smoothly and, above all, to apply pressure in the low and medium speed range. With a stroke 1.7 millimeters longer than the 2015 unit, the now ten-year-old quadruple offers the better technical basis for this. In order to adapt the propellant in the GSX-R 178 hp at that time for the job in the new naked bike, the Suzuki technicians lent a hand again.

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…the four-cylinder built between 2005 and 2008.

The pistons were redrawn and lost three percent of their weight compared to their predecessors. The camshaft elevation curves have also been redesigned in favor of better filling at medium speeds. Iridium spark plugs and a finer atomization of the fuel through ten-hole spray nozzles help to optimize the combustion process and to comply with the Euro 3 emission limits with the engine, which at that time was still homologated according to the Euro 2 standard. The exhaust flap in the GSX-S is also due to a large extent to the stricter noise requirements and not just to a fuller torque curve.

After the revision of the four-cylinder, Suzuki gives 145 hp rated power. Against this background, the GSX-S stands very well in the forage. The four-cylinder produced 156 hp on the MOTORRAD test bench. However: Especially after this revision, the torque weakness in the middle speed range is surprising.

Technical specifications

Setup and abnormalities

35 photos

Pictures: Suzuki GSX-S 1000 in the top test

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Setup country road

fork

Rebound 7 clicks *

Pressure level 8 clicks *

Preload 2 rings visible

Air pressure 2.5 bar

Strut

Rebound 1 turn *

4th stage preload *

Air pressure 2.9 bar

* Counted from a fully relaxed / closed position

Noticed

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(+) Sticker

Stickers protect the heel protection plates on the footrests from scratches from boots.

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(+) Loops

Four fold-out loops enable the luggage roll to be securely attached.

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(+) Hook wrench

The spring base can be quickly adjusted using a hook wrench. The key is part of the tool kit.

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(+) Servo starter

Thanks to the servo starter, it only takes a short press of the starter button. The four-cylinder starts excellently.

Hertler

(-) valves

The GSX-S does not have cranked valves. The air pressure control is a bit fiddly, especially on the front wheel.

Conclusion and competition

35 photos

Pictures: Suzuki GSX-S 1000 in the top test

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Competitors

BMW S 1000 R.

BMW S 1000 R.

Four-cylinder in-line engine, 161 hp, weight 207 kg, 0-100 km / h 3.3 seconds, Vmax 258 km / h, consumption 5.9 liters, 13,100 euros

Kawasaki

Kawasaki Z 1000

Kawasaki Z 1000 

Four-cylinder in-line engine, 142 hp, weight 222 kg, 0–100 km / h 3.2 seconds, Vmax 237 km / h, consumption 5.3 liters, 12,195 euros

Bilski

Yamaha FZ1

Yamaha FZ1 

Four-cylinder in-line engine, 150 hp, weight 230 kg, 0–100 km / h 3.6 seconds, Vmax 252 km / h, consumption 5.7 liters, 11,750 euros

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