Suzuki GSX-S 950 test

Menus

• driving school
• 4 cylinders of 999 cm3, 95 hp, 92 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
• Conclusion

driving school

4 cylinders of 999 cm3, 95 hp, 92 Nm, 214 kg full made, 19 liter tank

Of its maxi sport roadster GSX-S 1000, Suzuki offers a 950 version intended for A2 licenses, because it can be restricted to legal requirements. The novelty allows you to start without fear riding a thoroughbred under control.

Suzuki GSX-S 950 roadster test

The new GSX-S 1000, we tested it extensively last March. So what to think of this version that can be bridged in 950? The same with less? On the other hand, this very similar variation has the advantage of being accessible to the A2 license with its 47.5 hp / 35 kW flanged. And as it cannot then legally exceed double this power once unbridled, the GSX-S 950 therefore delivers in full 95 hp / 70 kW, compared to the 152 hp of the 1000. Obviously, this has nothing to do with see but on the other hand, the manufacturer is targeting a younger clientele here (25/35 years). And we were well content with much less than 95 horsepower with the Bandit 600, at the top of roadster sales twenty years ago..

But to take stock of this new 950, we test it in its two versions (A2 / Full) on the roads of Auvergne, along a route with exhilarating sinuosity ….

GSX-S 950 for A2 licenses

Discovery

You already know the aesthetics of this sharp roadster. The 950 model reproduces almost the entire image and many elements, with an identical final weight. Only electronics, fork and brakes differ.

We therefore find the distinctive aesthetic, sculpted with plunging lines, adorned with a dual front optic with powerful LEDs. Developed by Koito, the light from these mono-focus elements passes straight through thick external lenses. Their convex interior surface then channels the luminous flux. The whole thing fits between the massive shoulders of the tank and the two long plunging scoops. Their surfaces receive a tribal decor to target, according to the manufacturer, a younger clientele. The textured double side trim, reminiscent of forged carbon, frames the radiator, decorates the sides of the frame and the front of the speedometer. But the turn signals are animated with classic bulbs.

Suzuki GSX-S 950, with a tip of 1,000 in it

The container still carries 19 liters like the 1000. There is a welcoming rider seat with a high passenger seat. The rear buckle in black painted steel tube (gray on the 1000), bolted to the frame, wraps its volumes in a sleek trim. The led light more timid in style than the front, concludes a tapered stern.

Rear less sharp than the front

This mimicry is found in both the chassis and the mechanics, with a large section double beam aluminum frame combining five welded elements and framing the in-line 4 cylinders with four valves per cylinder and double ACT from the GSX-R1000 2005-2008. To pass Euro5 standards, the Hamamatsu roadster is receiving changes, particularly in terms of its camshafts. And the boiler of the 950 cube, like the 1000, 999 cm3. It is profiled to remember that its bore / stroke ratio (73.4 x 59 mm) favors torque and mid-range. Indeed, the "long" race of the Suz ‘block is thus far from that of its competitors, ensuring better availability..

Now is where the differences begin. Because if the chips are also less numerous on the 950, they largely curb the power of the roadster. The Suz ’block now develops more than 95 hp at 7,800 rpm and torque of 92 Nm at 6,500 rpm (152 hp and 106 Nm on the 1000 version). In A2 clamping, it’s 47.5 hp at 6,100 revolutions and 76 Nm at 3,250 revolutions. As we can see, the driving force remains substantial in order to best favor the approval of dynamic evolutions. Good news, the Suzuki Clutch Assist System (SCAS) anti-slip clutch has been renewed. It partially disengages to limit the effect of the engine braking when downshifting too much. Assist helps increase clutch pressure for smoother clutch control. On the other hand, the bidirectional quickshifter does not equip the 950 and cannot even be fitted afterwards..

999 cm3 as for the 1.000

Because there are fewer processors on board. The SIRS system is removed and the roadster therefore only has an injection map but retains its Ride by Wire throttle control. Similarly, the STSC traction control is reduced to 3 modes compared to 5 on the 1000, but the Easy Start System and Low RPM Assist are retained, the latter being all the more relevant for young drivers..

The flattened catalyst, hidden under the GSX-S 950, still allows for an ultra-short exhaust silencer. Particularly aesthetic in its satin finish, it has two superimposed outlets, as on its elder.

The 950 largely renews the cycle part of the 1000 but, there too, with noticeable differences. Identical, the banana-type swingarm in light aluminum, comes from the 2014 hyper-sport. Its movements are entrusted to the Kayaba (KYB) mono-shock absorber also fitted to the 1000 and mounted on rods. Its 130 mm stroke is adjustable only in preload and rebound. The 950 is best differentiated from the front axle. Its inverted 43 mm fork has gray anodized tubes in non-gold and, above all, no adjustment. It 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.

A bucolic motorbike

At the end of its sheaths, two Yokyco radial-mounted calipers (instead of the one-piece Brembo) with four pistons clamp the 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. Same tire fitment, with Dunlop Roadsport 2. In 120/70 and 190/50, these compounds claim a composition richer in silica and a less rigid carcass..

A convincing A2 version

An angular half engine guard completes the lines of the machine on the lower engine. Engine housings and black frame surfaces are neat. But, as on the 1000, cables and hoses could be better integrated into the unit. And clutch switch lug and handlebar connections are obviously still visible. Finally, the very prominent starter on the right side, will require the sides to be adorned with protective pads (see accessories). The whole, however, makes up a rewarding machine. A "1000" to begin with, without being scared…. ! Improbable but yet achievable.

As on the 1000, the general finish of the GSX-S 950 is very good.

a mile in 950 to start without being afraid

In the saddle

Low, with 810 mm of seat height, the GSX-S 950 is, like its predecessor, accessible. In addition, the Suz ’also takes care of its comfort. The rider seat is well cut and thick. If the flexion of the legs remains marked for a large size, the boots resting on the back controls, not sheathed, the bust would dive less according to the manufacturer. Nothing transcendental in my opinion. The gloves placed on a more common handlebars with a non-variable diameter, there are less seductive saddles. Elegant in its metallic livery, the upper crown remains flattering.

As on the 1000, on the right stalk, the starter is impulse and the brake lever is adjustable in spacing. The cable clutch lever doesn’t mind…. We always appreciate the multidirectional control, large and ergonomic managing the electronics.

The instruments are grouped together on an LCD screen identical to that of the version which tears off the arms, but here backlit in white and not in color, with adjustable contrast. The bar graph tachometer occupies the left and upper periphery. It surrounds the tachometer, clock, gear indicator, traction control level and fuel and engine temperature gauge. 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. The whole is still effective but clearly lacks contrast and modernity compared to the competition.

LCD screen

In the city

The machines are presented to us without specifying their type, A2 or full. At the start, difficult to say who is who; a 1000 would be perhaps more lively with the gas blow….? The sound remains pleasant. Deep, the four-in-a-row route immediately flatters the ear of the young licensee. It causes sport and a big cube, perfect for the ego.

The GSX-S 950 shows the same balance of the cycle part as the one from which it came. And with a heavy weight on the front. But the distribution of the masses placed at the lowest and a weight "all full facts" of 214 kg make the handling intuitive. Obviously, the turning radius can also be improved on this variation..

A2: 47.5 hp (35 kW) at 6,100 rpm

Always flexible and available, the Suzuki unit resumes from the lowest revs and any report. But I know within a few meters that my machine is an A2. The amply regulated force of his block betrays his nature. In built-up areas, no worries, the 950 35kW does the job perfectly. However, we regret that, unlike the 1000, acceleration jerks are again noticeable. Blame it on the clamping. Moreover, in full house, we find more of the expected softness.

With a clutch control now very smooth and a precise selection, urbanities are a formality. We therefore move quietly in traffic at 35 km / h in 6…. The induced piloting position is ergonomic, rather relaxing and gives appreciable maneuverability. With the legal regimes of the cities, A2 and full gives the same pleasure. But such a machine appreciates much larger spaces. And this is where the 95 hp of the free 950 make the difference.

95 hp (70 kW) at 7,800 rpm

Motorway and expressways

Now is the time to open the throttle. Unsurprisingly, the restrained version lets his girlfriend go as the relationship builds up. And more and more when the speed increases. But ultimately not that much if you are firm with the right rubber. On paper, one could fear more inertia. When the road loosens, it will be more difficult to keep up with a roadster of double the power and full mechanical characteristics. Logic. The revs are very linear. Above 7000 rpm, the Suz ’boiler requires more patience to raise the tachometer. But the A2 version is not ridiculous. We especially feel more vibrations in the handlebars at 6000 revolutions and on the seat at 8500 revolutions.

At the controls of the 950 full, it’s a whole different machine that we take. Although smaller compared to the 1000 version, the four-cylinder retains a very delectable rumbling sparkle. And 95 nags deliver a completely different dynamic, bringing fairly quickly to 200 km / h. Again, the tingling is clear on certain areas of the tachometer.

In legal terms, the 950s give the same approval. We always appreciate the overall comfort of the GSX-S and the correct relative protection for a naked. Devoted to uses other than straight-line travel, Suzuki roadsters prefer to express their controlled volcanism on the winding roads of Auvergne.

Restricted but largely capable of exceeding 200 km / h

Departmental

Along the tighter tracks, the 950 A2, certainly whipped, is much less left behind. And even evolves almost in concert with the full version, depending on the pilot. On the way up, it will of course be necessary to be “knocked” all the way, in the turns and in 2 or 3 maximum. Always disconcerting when you rode the 1000 and its plethora of studs. But it works and you can follow your friends without being in agony. Torque and power of the 35 kW version follow each other well enough to keep pace. And the raucous and sporty soundtrack brings a lot of fun.

Torque A2: 76 Nm at 3,250 rpm

The 950 full crosses its curves better and makes its Dunlops work harder. Their still too rigid carcass does not convince me but the grip is good. The 95 horsepower brings an appreciable life to the roadster, which goes without slamming the engine. This is its advantage. And above all, its higher torque allows higher ratios to restart the machine. This engine availability also tires the pilot less with more winding movements. More efficient. The 92 Nm engine force pulls the GSX-S 950 out of bends with firmness in 3 to 7,000 revolutions. And its superior extension also optimizes the enjoyment in the dense rumble of its air box. A more intense pleasure ….

With the A2, we will better appreciate the downhill sections where the difference is non-existent..

92 Nm at 6,500 rpm

There remains then the beautiful piloting as Edouard Bracame would say. We will then appreciate the very convincing cycle part of the GSX-S 950. Although less advanced, the fork remarkably accepts the rutted sections of small Arvern roads, even when approached on the corner. It provides a very good feeling of the front axle and supports the incisive braking of the Tokico calipers as well. Less biting, they retain appreciable power and are very progressive. Ideal for beginners or to progress. If the front axle sinks a little quickly when the lever is engaged, the hydraulics are then braked much better.

Precise, the 950 benefit from the remarkable chassis of any GSX-S. They dive naturally with the rope on a light support on the hanger. Stalled on the angle, we then control the trajectory, regretting an injection that was not always straightforward. Under control of the traction control, the go-arounds make the electronics work (in full) and the 950s follow the curves with agility. The dynamic profile of their tires and their sporty geometry allow very rhythmic movements in complete safety, despite a rather long wheelbase. This gives it flawless stability in curves. At a slower pace, their homogeneity makes them pleasant frames. But, there again, the more available engine of the 950 full brings in real more. Strongly jailbreak if you are in A2.

Easy to put on the corner, and keeping pace even in A2

Part-cycle

Geometry and precise chassis of the GSX-S 950 provide excellent guidance. Less advanced, their quality fork allows you to fly over the road. As on the 1000, the rear shock absorber is less convincing but honestly agrees with the front once adjusted and allows to appreciate the qualities of the roadsters, even at a good pace..

Convincing and homogeneous cycle part

Braking

The Tokyo equipment is very convincing. The grip of the lever ensures a great progressiveness and a very appreciable power. But without excessive bite. 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.

2 floating discs of 310 mm, Tokico monobloc calipers with radial mounting and 4 opposed pistons of 30 mm

Comfort / Duo

Geometry and ergonomics on board preserve the pleasure. The ergonomic pilot seat ensures very good comfort for this type of machine. And the suspensions work honestly to ensure long arsouilles without too much suffering.

Saddle а 810 mm

Consumption

Not recorded precisely.

Blue, white / red, black

Conclusion

Convincing in this 950 evolution, the GSX-S is a less superlative roadster than its 1000 version. More affordable, manageable, it does not lack pep or efficiency. Its demonstrative mechanics remain its best weapon, associated with an easy and precise chassis. In version A2, these qualities are retained, with, of course, an adapted motor character. But convincing and effective. And above all the promise to get, at jailbreak, a whole different machine. And for a cost of less than 100 € according to Suzuki. Ditto if you have to do the reverse. Officially priced at € 10,399, Suz ’informs us of an introductory price of € 9,999, regardless of the version. These GSX-S 950s remain expensive in my opinion. But these are big cubes and the 1000 still asks for 3,200 euros more. With a more efficient fork, wider electronics, an up and down quick shifter and beefier brake calipers. No kidding.

We will oppose him of course on the Kawasaki Z 900 / A2, asking € 9,199. Very similar in performance, the Z is better placed in price but less in equipment (brake). We will especially mention the sparkling Aprilia Tuono 660 at € 10,550 but not with the same displacement, the Ducati Monster (937) and its € 11,290 and the BMW F900R starting at € 8,879 but with a less demonstrative engine..

To these contenders, Suzuki offers a qualitative and effective alternative. Thus, the GSX-S 950 are real flight schools. Perfectly healthy, the A2 will give you time to gain experience and learn the intricacies of motorcycle riding. And in full, you will benefit from an efficient, high-performance roadster that is just as easy as ever. Enhancing, the Suzuki GSX-S950 will give you the sound, the image and, according to your legal possibilities, the approval of a performance roadster.

Strong points

• Engine availability
• Chassis / fork / suspensions
• Braking
• 1000 rewarding declination
• Convincing A2 version

Weak points

• Shock absorber
• Turning radius

The GSX-S 950 technical sheet

Test conditions

• Itinerary: small varied roads + interurban highways with a bit of town
• Mileage of the motorcycle: sun, from 7 ° to 15 ° C 180 km road

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