One of the recent trends in motorcycling is the development of
ergonomically-forgiving sportbikes. Perhaps this is a consequence of the
even more prominent motorcycling trend, evident for decades now, of the
steady advance of the average rider age. And not all those Boomers and
40/50-somethings are buying cruisers, a lot of them are hardcore
sportbike riders, who still want performance, but without the
track-biased riding position. At least, those were the dots I connected
during Suzuki’s press presentation describing the demographic target of
its new 2016 model GSX-1000/F models.
Personally, my 38-year-old mind doesn’t need any convincing, as the
merits of these models appeal to common sense. While the race-inspired
Supersport and Superbike platforms are thrilling, without question, they
are almost comically over-performing for real-world conditions. Would I
like 180 horsepower? Sure. Would I be happier with a mere 140 hp but be
able to enjoy that performance without my wrists, legs and back crying
out in agony after a handful of miles? Yes, that sounds better. Some
young, limber folks are scoffing at such fogey-ish thinking. To which I
say, with all sincerity, enjoy your youthful vigor and happily burn the
performance candle at both ends with the myriad of track-inspired
offerings available (of which you can read in MotoUSA’s 2015 Superbike
Shootouts). But I’m confident some other readers are more in accord with
my reasoning, and for whom these GSX-S designs are tailor made.
The formula for bikes like the GSX-S1000 models follow a familiar
pattern. Borrow an existing sportbike engine (in this case the 2005
version of the GSX-R1000), tune it for a more street-friendly powerband,
and then mate it to a sporty chassis with the key alteration being a
more upright, standard riding position and relaxed ergonomics. And,
since no one is tracking laptimes with a stopwatch or giving you
messages on a pitboard during your typical weekend playride, all the
cutting-edge electronics and top-shelf, competition-grade braking and
suspension components aren’t a necessity. This approach has often
produced “naked” versions of a marque’s literbike platform, including
designs like the Yamaha FZ1, Honda CBR1000R and Kawasaki Z1000. Kawasaki
took things in a more traditional sportbike direction with its
fully-fared Ninja 1000 – a versatile, street-friendly offering that
serves multiple roles, not the least of which is being one of MotoUSA’s
favorite sport-touring mounts. Suzuki’s 2016 GSX-S1000 and GSX-S1000F
are most analogous to the Z1000 and Ninja 1000. And while Suzuki might
be late to the party, I’m glad they finally made it, because these
GSX-S1000 models do impress.
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| source : motousa.com |
Our first ride experience aboard both the GSX-S1000 models took place
in Monterey, California, riding north into the mountainous roads that
wind their way from Santa Cruz to San Francisco. The morning stretch was
aboard the naked GSX-S1000. And while some readers might find the
Suzuki’s lines uninspired, I personally favor them over some of its more
aggressively styled competitors. (Suzuki had a Yoshimura-prepped
GSX-S1000 model along for the ride too, which looked particularly
fetching.) I also found the build quality for the new GSX-S exceeded
expectation for bikes with a relatively low MSRP ($9999 – $10,999). In
this regard, the new models are the exact opposite of the old GSX1250FA,
which seemed like an overpriced, flimsy, parts-bins special by
comparison. Instead these new bikes remind me of the latest generation
V-Strom designs, from the controls down to the instrument console and
its informative and easy-to-read LCD panel.
Tossing a leg over the bike, its 31.9-inch seat height allowed an
easy flat-footed reach to the ground for my 32-inch inseam. Part of this
is due to the seat shape, which, like most designs nowadays, tapers
inward at the tank. The bike feels slender behind the controls, without
being cramped, and I immediately liked the placement of its wide
aluminum handlebar – a Renthal Fatbar design.
One nifty feature on the GSX-S1000 is its Easy Start ignition, which
fires up the bike with a single dab of the starter button (riders also
don’t need to pull in the clutch, provided bike is in Neutral). Sure,
holding your thumb down for an extra second for the engine to kick over
on a regular bike isn’t exactly a hardship, but it’s a convenient gadget
on the GSX-S. Of course, it’s what happens after the bike fires up that
really matters.
The GSX-S1000 sources a version of the K5 GSX-R1000 Inline Four. The
999cc displacement and 73.4mm bore and 59mm stroke are unchanged, but
engineers tuned the S model engine for street performance. New pistons,
cam profiles and revised valve timing (those valves being made of steel
instead of the R’s titanium) are the most notable revisions, with the
GSX-S sacrificing top-end horsepower for improved bottom- and mid-range
torque. The S models claim 145 peak horsepower and 78 lb-ft torque, but
Suzuki notes that the S churns out more torque down low than its R
sibling, which only nets its performance advantage at the upper end of
the powerband. By comparison, the GSX-R1000 claims 185 peak horsepower
at 11,500 rpm, which is, coincidentally, the where the S models redline.
In practical use, the engine is tuned quite well for the street. The S
is content to zoom along in its responsive bottom end, with things
getting more interesting in the meaty mid-range. Fueling is immediate,
bordering on abrupt in the transition from fully closed throttle to
open, but that’s picking nits. Roll on the gas and there is more than
ample power for spirited street riding, and once the GSX-S gets spinning
up into its top-end things get really interesting! It’s a proper
sportbike and only the most hardhearted performance junkies will regard
the Suzuki as a neutered GSX-R. This contrasts one of its main rivals,
the CBR1000R, which does feel de-tuned and polite when compared to its
literbike kin.
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| source :motousa.com |
I was also impressed with the bike’s sound. The GSX-S had me grinning
as I opened up the throttle on the freeway on-ramp with its terrific
sounding intake howl and an exhaust note that really does surprise for a
stock unit.
Engine performance is exhilarating yet easily managed, which is a
tricky balance. There’s no fancy fly-by-wire stuff, and no Suzuki D-Mode
with variable engine maps, which I can’t say that I missed all that
much. The GSX-S does, however, employ a traction control system. A
toggle switch on the right switchgear let riders select between four
options, with three different intervention settings (1,2,3) as well as
the ability to disable TC. For most of the day I kept the TC setting on
1, which allows some wheelspin and minimal intervention. I didn’t feel
any noticeable intervention until switching to higher settings, and only
when initiating exaggerated throttle inputs. I found the system
effective without being intrusive.
The GSX-S’s six-speed transmission is a no frills unit. True, there’s
no slipper clutch or quickshifter, but I didn’t regret their absence.
Shifting is snick, snick, snick easy. No bobbles or misses. No abrupt
clutch engagement. No complaints.
When it comes to handling, the GSX-S lives up to its sporty
pretensions. It sources a twin-spar aluminum frame – which is actually
lighter than the R model – and shares the GSX-R swingarm. It’s not as
sharp or aggressive as a track-oriented bike, but the S is quick-turning
and responsive to inputs. On a particularly tight one-lane road, a car
surprised me on a blind corner by crowding into my lane. Mid-corner I
was able to pick up and dart out of the way with minimal drama. It’s
quick on-its-toes without feeling twitchy or flighty, another tricky
balance.
KYB provides the suspension units, with a 43mm inverted fork and
single rear shock, and they held up well for a high-speed pace. Our ride
took an unplanned detour due to construction, and the impromptu route,
which careened through the Redwoods north of Santa Cruz, saw variable
road conditions that included several bumpy sections. The GSX-S’s taut
suspension, which performed so well on the smooth high-speed surfaces,
felt harsh on the less pristine sections. That said, I can’t gripe too
much, because I didn’t fuss with the clickers and, thankfully, the units
offer a wide range of adjustability – the fork adjustable for preload,
compression and rebound, and the shock for preload and rebound.
Highs
- Sporty performance with touring-like ergos
- Engine sound impressive for stock exhaust
- Competitive pricing makes for great value
Lows
- No optional saddlebag mounts for F model
- Slight abruptness from closed throttle
- Arrives two years too late for some sport-touring riders
Evaluating these GSX-S models, I think the most enticing aspect might
be pricing. The F model, in particular, strikes a bargain at $10,999,
undercutting its direct rival, the Ninja 1000 ABS, by a full grand. It’s
clear that Suzuki is aggressively pricing these to capture that target
demographic mentioned before. Unfortunately, these bikes would have had a
much greater impact on the American market had they arrived a couple
years sooner, but the GSX-S1000 models are here now and the price is
right. They present a fantastic option for consumers craving sporting
performance in a street-friendly platform. Stay tuned for comparison
reviews in forthcoming weeks.
2016 Suzuki GSX-S1000/F Specifications:
Engine: 999cc, liquid-cooled Inline Four
Bore x Stroke: 73.4 x 59.0mm (2.9 in x 2.3 in)
Compression Ratio: 12.2:1
Transmission: Six-gear with wet multi-plate clutch
Final drive: Chain
Fueling: EFI with SDTV with 44mm Mikuni throttle bodies
Exhaust: Stainless steel 4-2-1
Fuel Capacity: 4.5 gallon
Frame: Twin-spar aluminum
Front Suspension: 43mm inverted KYB fork with 4.7 inches travel; adjustable for preload, compression and rebound damping
Rear Suspension: Single KYB shock with 5.1 inches of travel, adjustable for preload and rebound
Front brakes: 310 mm floating dual discs, with four 32mm piston-equipped Brembo monobloc calipers
Rear brake: 220mm single disc, with single-piston Nissin brake caliper
Front/Rear Tires: Dunlop D214F 120/70ZR17 M/C; 190/50ZR17M/C
Rake/Trail: 25°/3.9 inch
Wheelbase: 57.5 inch
Seat Height: 31.9 inch
Curb weight: 459 pounds (F model 462 pounds)
MSRP: GSX-S1000 $9999, GSX-S1000 ABS $10,499, GSX-S1000F $10,999
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