Suzuki GSX-S 1000 test

Menus

• Authentic avant-garde
• 4 cylinders of 999 cm3, 152 hp, 106 Nm, 214 kg full made, 19 liter tank
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• The GSX-S 1000 test video
• Conclusion

Authentic avant-garde

4 cylinders of 999 cm3, 152 hp, 106 Nm, 214 kg full made, 19 liter tank

45 years old ! The GSX saga began in 1976 with the GS 750, followed by the GSX 750 E then the Katana. The GS engine evolved in 1980 to a 16-valve design to equip the GSX750E, then the astonishing GSX1100S KATANA in 1981, with a futuristic design. And the line is then continued with machines derived from the brand’s supersport. In 2015, after a few years of waiting and after the competition, the Suzuki GSX-S 1000 arrives with excellent dynamic performance, but with a style close to some of its rivals. Sold at only 4,300 units, the roadster owed itself a strong evolution. And it is now done in 2021 !

Suzuki GSX-S 1000 roadster review

Widely reviewed in aesthetics, the novelty is visually imposed and takes care of its services. And it is in the SERT garden, around Le Mans, that we take the lead in the evolution of the roadster, more efficient and with always attractive mechanics.

Discovery

If its predecessor was consensual in terms of lines, the new GSX-S 1000 imposes a much more personal aesthetic. And in this segment with a strong personality, very represented and competitive, it is better to impose yourself. Architectural, composed of simple and dynamic plunging lines, the style of the novelty is adorned with minimalism carefully crafted with elegance, dynamics and character.

The new GSX-S asserts its style, even if it does not appeal to everyone

Original and strong, its front face can be disconcerting, as is often the case with superimposed lights. Suzuki therefore dares and succeeds in my opinion a double optic offering a specific light signature. Developed by Koito, these elements use single-focus LEDs whose light passes straight through thick external lenses. Their convex interior surface then channels the luminous flux. This set features two angular and aerodynamic elements. The whole thing seems to fit between the muscular and widely stretched shoulders of the tank and the two long plunging scoops, with profiled supports like mini fins. Their surfaces contrast with that of new textured elements framing the radiator. This treatment is found under the tank and in front of the meter. These caches give an extra character to the machine.

The superimposed headlight gives a unique visual signature to the roadster

The 19-liter tank very usefully increases its capacity (+ 2) and also streamlines its volumes. More frank and dynamic, its lines flatter the eye. In its extension and redesigned, the rider saddle is more welcoming and thick. The passenger seat still dominates it, also enhancing its comfort. Made of tubular steel, the rear buckle bolted to the frame surrounds its volumes with a sleek exterior. A led light a little too wise concludes this tapered stern.

The rear buckle is bolted to the frame

Less change under the dress, but the heart of the big roadster evolves slightly. Renewed and still original GSX-R, the double beam aluminum frame of strong section combines five welded elements. Its powerful curves frame the in-line 4-cylinder, four-valve-per-cylinder, dual ACT from the 2005-2008 GSX-R1000. To pass Euro5 standards, the Hamamatsu roadster is receiving changes, particularly in terms of its camshafts. Their profile provides less, but longer, intake valve lift. Same optimization of the double butterfly injection bodies, the diameter of which is reduced to 40 mm (-4 mm) and of the airbox with optimized flow. All at the service of engine torque. Two long 10-port injectors optimize nebulization and promote efficiency and consumption, always reinforced by Iridium spark plug ignition.

The 999 cm3 unveil a stroke bore ratio (73.4 x 59 mm) favoring torque and mid-range. Indeed, the "long" stroke of the Suz ’block is thus far from that of the boiler of a BMW S 1000 R (999 cm3 – 80×49.7mm) and ensures better availability. Thus prepared, the boiler delivers 152 hp (+2) at 11,000 revolutions (+1,000) and 106 (-2) Nm of torque at 9250 revolutions (-250). Above all, we note that the engine power curve is also much more constant than before, always providing more pleasure over a wider engine speed range..

The four cylinder remains the same, but evolves to conform to Euro 5 by gaining 2 hp and losing 2 Nm

The GSX-S 1000 is equipped with the Suzuki Intelligent Ride System (S.I.R.S.), but no inertial unit. This electronic assembly gives the roadster a controlled throttle control which allows the benefit of Suzuki Drive Mode Selector (SDMS), or three injection profiles. From more sporty (A) to softer (C), they make it possible to tame more the whole character of the sports block. The quintessence will be all the better with its bidirectional Quickshifter, a real plus in dynamic driving. Also, the Suz ‘improves its traction control (STCS), now configurable on 5 levels AND always disconnectable. This system permanently manages (every 4 milliseconds) five parameters: the speed of rotation of the front and rear wheels, the position of the throttle grip, that of the crankshaft and the gear engaged. In the event of over-rotation of the drive wheel, the engine power delivered is controlled by influencing the ignition time and the air flow. Finally, we note the Suzuki Easy Start and the Low RPM Assist.

The GSX-S also strengthens its electronic package, especially with its shifter

To the previous generation anti-dribble clutch, the GSX-S1000 adds the Suzuki Clutch Assist System (SCAS). The limited-slip clutch partially disengages to limit the effect of the engine braking when downshifting too hard. Assist helps increase clutch pressure for smoother clutch control. Flattened under the bike and discreet, the catalyst has an additional compact element, still allowing an ultra short exhaust silencer. Particularly aesthetic in its satin finish, it has two superimposed outlets.

Silencer and catalyst are discreet

The enthusiasm of the four-cylinder is still transmitted to a lightweight aluminum banana-type swingarm from the 2014 hypersport. Its movements are entrusted to a Kayaba (KYB) mono-shock absorber mounted on rods. Its 130 mm stroke is adjustable only in preload and rebound. Also renewed, the steering gear rests on an inverted fork of 43 mm of the same origin. But this element with gold anodized tubes is adjustable in any direction and slides over 120 mm. The geometry does not change, combining a 25 ° column angle, 100mm trail and a wheelbase of 1460 units. Quite diplomatic values, combining maneuverability and stability.

The suspensions are taken from the GSX-R 1000 2014

At the end of its sheaths, two radial-mounted one-piece Brembo calipers and four pistons each clamp 310mm discs. In contrast, a Nissin piston clamps the rear 240mm disc. Too bad, the hoses are still not in braided metal and the master cylinder is not radial…. We console ourselves with pretty aluminum rims with 3 split-spoke 17 inches.
New in slippers with a Dunlop Roadsport 2 fitment, an offshoot of the previous D 214, set back from recent Roadsmart III upgrades. In 120/70 and 190/50, these compounds claim a composition richer in silica and a less rigid carcass. Two black dots from the old one. To see in dynamics.

The alloy rims are fitted with Dunlop Roadsport 2

The overall finish is very good, down to the details and the trim hardly suffers from its fit. An angular half-belly pan completes the lines of the machine. Likewise, crankcases and black frame surfaces are neat. Cables and hoses could be better integrated into the unit. Clutch switch lug, handlebar connections are less flattering. Finally, the very prominent starter on the right side, will require the sides to be adorned with protective pads (see accessories). The whole machine forms a frame that reflects a new dynamic elegance. Its powerful and elegant visual signature gives it a specific aesthetic. The more aesthetic will use the wide choice of carbon-based options and 29 other customization accessories. The color front caliper set is still available. In red, they further boost the sporting aspect of the Suzuki.

In the saddle

Low, with 810 mm (- 5) saddle height, the GSX-S 1000 is also relatively narrow. Getting on board is therefore a formality. In addition, the Suz ’also takes care of its comfort. The new pilot seat is better cut and thicker. If the flexion of the legs remains marked, the boots resting on the back controls, not sheathed, the bust barely plunges. We are thus almost straight, the gloves placed on a handlebars that are 23 mm wider, higher and closer to the rider by 20 mm..

The saddle is placed 5 mm lower, making it easier to climb aboard

Sleek in its metallic livery, the top crown holds the handlebar on short saddles. Next to them, we note the fork caps supporting the adjustment elements. On the right stalk, the starter is impulse and the brake lever is adjustable in spacing. The cable clutch is devoid of this attention. We appreciate a large and ergonomic control managing the electronics.

The instruments are grouped together on a new color LCD screen, with adjustable contrast, to which we would have preferred a counter combining analog and digital or a TFT screen (but which would have increased the final price). The bargraph tachometer occupies the left and upper periphery. It encompasses tachometer, clock, gear indicator, traction control level, fuel gauge and engine temperature. By pressing the main rocker upwards, the odometer, two partials and the display brightness are displayed successively. Downwards, we obtain autonomy, average and instantaneous consumption. A central "Mode" button adjusts the desired level of traction or injection profiles. The whole is effective, but clearly lacks contrast and modernity compared to the competition.

The counter gives way to a new contrasting LCD screen

In the city

The original GSX-R is appreciated from the start of the Suz ’boiler. Lively, deep, the chanting of the four in a row immediately flatters the ear. Devoid of inertia, the mechanics already bark badly on the gas shots.

The balance of the cycle part is immediately noticeable, with the weight rather focused on the front. Rather round, the profile of the tires is no stranger to this feeling either. The distribution of the masses placed at the lowest and a "full load" weight of 214 kg make the handling intuitive, even if the turning radius can be improved..

The handling of the sporty roadster is intuitive

Always flexible and available, the Suzuki unit resumes from the lowest revs and any report. And no more jerks on acceleration; thank you the Ride by Wire. With a clutch control now very smooth and a precise selection, urbanities are a formality. And the quickshifter is already making a strong impression even in town. We therefore move quietly between the walls at 35 km / h in 6…. Upright position and improved handlebar ergonomics provide additional comfort and maneuverability.

Rolling on torque, the GSX-S 1000 displays great docility, lacking room to express itself. Everything on board is deceptively obvious. The smallest space seems to attract the Suzuki like a magnet. Let us let ourselves be magnetized.

Mechanics and balance do the job perfectly in an urban environment

Motorway and expressways

Admittedly, the mechanical design of this block is not new. But if you thought for one second that a GSX-R four-cylinder serves as a lullaby, you were wrong. Or you fall asleep on Rammstein. Clearly, screamer Suz ‘is always on top and rushes to high speeds with unusual verve. Here, in 5, the odometer already indicates 245 km / h, limit at the end of the red zone (during our lap on the circuit). It’s true that the 3rd rupee at 175…. Flattened on the tank, hidden by the speedometer and the vast chest of the roadster, I cross the Hunaudières with a little rhythm. It must be said that our openers have a job…. they are the SERT 2021 riders. Sylvain Guintoli, Gregg Black and Xavier Simeon are leading the way. There’s just.

The origins of the 4-cylinder are quickly remembered to us on the fast track

Returning to the legal motorway, the boiler Suz ’purrs at 5,300 laps in 6, ready to play the big rubber bands. The wind pressure is much more bearable and the overall comfort appreciable. While some vibrations in the footrests appear around 4,000 rpm, they now disappear at frequent use speeds. In general, one perceives them only on strong accelerations. Real progress at this level.

Once the "GT" aspect has been validated for TGV commuting, the roadster would like to drag its transgenic cyclopean gaze on more winding tracks. After all, his heart has roused the Tourist Trophy more than once. So we go in the English way.

Departmental

Street fighter can be, road warrior surely. The Suzuki GSX-S 1000 brings out its best weapons on the secondary network. Full as an egg, its four-cylinder makes you appreciate unparalleled availability at any speed and whatever the gear engaged. A permanent approval generated by the "long" race of its sports mechanics. Particularly neat, the torque curve fully energizes the machine on intermediates. Effective from 4,000 laps, the Suz ’is furious beyond 6,000, emphasizing its resumptions with a grunt typical of its line of competitors. The airbox then resonates when the 152 horses surge on the asphalt.

Effective from 4,000 revolutions, the engine is furious past 6,000

It goes badly, but the GSX-S knows how to speak to them firmly. The Brembos lack bite when taking the lever, but the deceleration is then consistent and flexible. As you approach the curve, you barely push down on the handlebars to tilt the roadster. The precision of the chassis is another of its qualities. The Suz ’follows the printed trajectory perfectly and allows any correction. Responsive to the impulses of the footrests, it admits a good liveliness despite a rather long wheelbase. This gives it flawless stability in curves. If the grip is good, the too stiff, or over-inflated, carcass of the tires has bothered me. Especially at the front where the feedback is not very sensitive.

Under caliper load, the fork handles mass transfer well, but the rear deserves a more closed rebound. Set on the side of the Roadsport 2, we appreciate the finesse of the injection to keep a trickle of gas. The millimeter acceleration allows you to get the best out of the block while the 106Nm of torque puts strain on the rear envelope. I would still have preferred a smaller width of the rear casing. Agile, the Suzuki could be more keen on angle changes. Fortunately, its widened handlebars significantly boost its control to attack the curves..

Agile, the GSX-S lacks a bit of liveliness on angle changes

The traction control is full to transfer the driving force. Expressive in B mode, the Suz ’impresses in A Riding Mode. She then changes her personality, becoming almost explosive on raises. Maintained beyond 7000 turns, the block makes the powder speak without weakening. It’s not easy to leave the front wheel on the ground. This mechanism is definitely a success. Just like the shifter. Fast, particularly smooth and precise, the system guides the gearbox with the same quality, both upshifts and downshifts. We quickly pick up the pace of a road race. Especially since the cushioning, certainly perfectible at the rear, allows a lot of daring. The GSX-S 1000 nevertheless absorbs undulating surfaces without breaking up and with good comfort..

In general, the roadster shines with its homogeneity

At a more relaxed pace, its homogeneity makes it a pleasant frame and always ready to revive you. What to rest between two dynamic runs. And if the bike turns in the rain, mode C will give you even smoother acceleration on the first clod of the tachometer..

Part-cycle

Geometry and precise chassis of the GSX-S 1000 provide excellent guidance. Its quality fork allows you to fly over the road. Less pleasant, the shock absorber agrees honestly with the front once adjusted and allows you to appreciate the qualities of the Suz ‘at a good pace.

The chassis of the GSX-S is precise, the rear shock much less

Braking

The Brembo equipment shows a typical implementation of the Hamamatsu firm. The grip of the lever gives little consistency, but ensures great progressiveness. The power is convincing, but the feeling could bother the more athletic. They will also regret the absence of braided hoses. The rear device is very effective in blocking the machine when turning. Perfectly balanced, the machine does not stiffen when the brakes are engaged on the angle.

Although provided by Brembo, the braking lacks a bit of bite

Comfort / Duo

Geometry and ergonomics on board preserve the pleasure. The ergonomic pilot seat ensures very good comfort for this type of machine. We were unable to test the passenger seat, which had been replaced by a hood, during our test. Let’s say, whether we are at the level of a recent roadster or a sports car for the passenger.

The general comfort is quite good, especially for the saddle on this type of machine

Consumption

With an average of 6.5 quiet to 7.7 liters in arsouille, the consumption of the big sports four-cylinder Suzuki remains reasonable. This moderate thirst will allow journeys of 250 km without worries before resting the pilot and the mount..

The reservoir provides a range of approximately 250 km

The GSX-S 1000 test video

Conclusion

Efficient, the Suzuki GSX-S 1000 is always more seductive. The strong personality of its mechanics is now reflected in a neat and original aesthetic. Its injection electronics and finer traction control boost its developments. With two or even three faces, the Suz ’can lend itself to everyday life as well as to the most sporty outings. Less technological than the big names in the segment, the GSX-S does the essentials: pleasure and efficiency. Priced at € 13,199, it sits well against tough competition.

The three colors available for the Suzuki GSX-S 1000

In particular that of the Honda CB 1000 R, displayed at 13,099 euros without quickshifter (you have to take out 14,499 euros to have it with the Black Edition). The Honda is more polished and has a nice TFT screen. Another four-cylinder in-line, but more sporty and sharp, the BMW S 1000 R claims € 14,980, € 15,280 in Shifter Edition version. Otherwise more technological, the German is also more radical on the road and its engine sharper.

To these opponents, the Suzuki always opposes the card of homogeneity boosted by a sporty avant-garde character. Powerful, the Suzuki GSX-S 1000 keeps the fundamentals within reach: dynamic efficiency.

Strong points

• Modern aesthetics
• Personality and engine availability
• Precise and agile part-cycle
• Quickshifter up & down
• Fork adjustable in any direction
• Homogeneous suspensions
• Sufficient electronic assistance
• Powerful and flexible braking

Weak points

• Front tire too stiff
• Shock absorber a little dry on strong compressions
• Engine finish details
• Turning radius
• No braided hoses
• No TFT screen

The technical sheet of the Suzuki GSX-S 1000 2021

Test conditions

• Itinerary: winding roads with variable surfaces, dry.
• Weather forecast: sunny, from 7 ° to 15 ° C
• Mileage: 180 km road
• Problem encountered: ras

Test equipment

• Scorpion R1 Helmet
• Dafy All one Apex jacket
• Jean Vanucci Armalite
• Dainese Full Metal Gloves
• Vanucci RV4 Boots

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