2022 Suzuki GSX-S1000 Launch Review
A solid update sees Suzuki’s storming litre-class naked build on its low-frills, high-thrills, and value-packed formula...As I hurtled down the drag strip aboard the new 2022 Suzuki GSX-S1000, it struck me just how versatile a bike this brawny, litre-class streetfighter truly is. Okay, so the thought actually came to me as I trundled back up the return chute – during the outbound leg I was a touch preoccupied with the blurring scenery and hanging on – but this bike’s national media launch was a handy showcase of this updated model’s broad talents.
From cutting through Melbourne’s peak hour to scything along some flowing country backroads to facing the Christmas tree at Heathcote Park Raceway, it was all in a day’s work for Suzuki’s big naked, which flicked its attention from one task to the next with seamless ease.
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Inaugural update
The Suzuki GSX-S1000 has been with us since 2015, with this latest iteration representing its first major update.
Sitting in Suzuki’s Street range above the GSX-S750 naked bike and sharing strong ties with the neo-retro Katana and looming GSX-S1000GT sportstourer, the GSX-S1000 channels the DNA of the brand’s GSX-R superbike family but, in reality, it’s quite a different beast, with a dedicated 999cc in-line four-cylinder engine and a dedicated alloy beam chassis.
To compare, this latest GSX-S1000 puts out a claimed 152hp (112kW) and 106Nm in a package weighing 214kg (wet), versus 202hp (148.6kW) and 117.6Nm for the Gixxer thou’, which weighs 12kg less.
Still, as I discovered at the drag strip, the GSX-S1000 is no slouch, even if wall construction work further down the strip saw us buttoning off way before terminal velocity and quarter-mile times unavailable (nothing like looming plant equipment to sharpen the reflexes!).
What’s new?
The engine now meets Euro 5 and various tinkering has seen peak power increase slightly (up 2hp) and peak torque decrease slightly (down 2Nm). But Suzuki says the power and torque curves are now smoother, with less pronounced peaks and troughs, and that performance at low-to-midrange engine speeds is improved, with marginally better acceleration off the line.
That’s despite the model gaining 5kg in wet weight, which is primarily down to a new 4-2-1 exhaust system with additional emissions gear, and a new (2lt larger) fuel tank.
There’s sharper, more aggressive bodywork and new all-LED lighting, with distinctive vertically-stacked headlights.
The chassis and KYB suspension carry over, likewise the Brembo/Nissin braking package, leaving the arrival of the model’s Suzuki Intelligent Ride System (SIRS) as a headline change.
While we’ve seen SIRS already – first in the Suzuki V-Strom 1050XT and then in the Suzuki Hayabusa Gen III – it’s important to note the suite varies in spec from model to model.
The SIRS in this GSX-S1000 features a ride-by-wire throttle with a choice of three different ride modes (A, B, and C), each offering up to full power and torque but with varying levels of throttle response.
The traction control now has five levels (and off), up from three, but there’s no Inertial Measurement Unit (IMU), so neither the traction control nor the ABS can account for lean angle. A feature for a further update down the line, perhaps...
The SIRS package here also encompasses a new bi-directional quickshifter and an updated version of Suzuki’s (stall inhibiting) Low RPM Assist feature (which works in conjunction with a new slipper clutch), while the one-touch Suzuki Easy Start System continues.
The handlebar is 23mm wider and has been rotated to raise the grip position; the LCD instrumentation has been updated; and the bike now rolls on Dunlop Sportmax Roadsport 2 tyres.
There’s a choice of three colours – Metallic Triton Blue, Glass Sparkle Black, and Glass Mat Mechanical Grey – and the bike is covered by a three-year/unlimited kilometre factory warranty, provided it is serviced within the Suzuki dealer network.
The 2022 Suzuki GSX-S1000 is priced at $17,290 ride away. Suzuki Australia says that’s just $200 more than its predecessor, and in fact a check of our archives reveals it’s not a lot more than the original 2015 bike, which launched at $14,990 plus on-roads.
On the road
I love a good streetfighter – they account for most of the motorcycles I’ve owned over 30-odd years – and this new Suzuki GSX-S1000 looks even better in the metal than it does in photos. While the Metallic Triton Blue is perhaps the most striking, especially for Suzuki purists, I headed for the matte grey bike on the launch, which isn’t actually matte at all – in full sunlight a metallic fleck is clearly visible.
Throwing a leg over at Suzuki Australia HQ in Melbourne’s western suburbs, I found the 810mm seat height shouldn’t prove too challenging for most and the seat is well padded. The handlebar delivers a comfortable yet commanding stance with just a slight forward lean, while the legroom is also reasonable. I’m 188cm (6ft 2in) and while the GSX-S is no tourer, I can fit myself on this bike just fine.
Just a couple of corners revealed one of this bike’s great strengths: it is incredibly easy to ride. That generous ride position combines with a nice overall balance and light and precise controls to make flitting through city traffic a breeze.
But there’s only so much you can do within the urban jungle, and once further afield the GSX-S1000 willingly revealed its performance pedigree. And as I discovered with the new Suzuki Hayabusa, while the GSX-S1000's engine specs haven’t changed drastically, the bike’s character is now more refined and polished. There's a slight hint of vibes through the 'bars at higher revs but, like the surprisingly evocative snarl from the stock muffler, it only adds to the experience.
The fueling and ride-by-wire throttle afford precise control and smooth progress; even on the most aggressive ‘A’ ride mode, response is sharp but not so sensitive as to be jerky, even when maintaining a steady throttle at slower speeds through towns.
Let the Suzuki GSX-S1000 slip its leash, however, and its 152hp potential is instantly realised. Twist that grip and it rockets along at a pace that will satisfy the vast majority of streetfighter devotees. There may be more aggressive and furious naked bikes out there, but let’s not forget – with an upright ride position and no fairing or screen, there’s only so much velocity you can handle on a big naked before a) it becomes tiresome or b) you get nabbed by the constabulary and set to the gulags.
Because if you were to go exploring the Suzuki GSX-S1000's potential – on a private drag strip, say – you might find it smashing past 200km/h in short order, with plenty more to go (pity about those looming trucks at Heathcote, but then the track was being readied for a packed calendar of events).
The Brembo front stoppers pull the bike up beautifully but the KYB suspension is definitely on the firm and sporty side, despite Suzuki Australia already softening the settings from stock. It’s a good setup for the racetrack, but a bit harsh on our typically crappy Australian roads (although some more fiddling with the settings could well achieve more compliant results). At least all the various adjustors (front preload, rebound and compression; rear preload and rebound) are easy to get to.
As for the new SIRS arrangement, the traction control now offers more flexibility, but I can’t help but think that a dedicated wheelie control feature would be welcomed by many prospective GSX-S1000 owners. If you love pulling big wheelies, you’ll have no issues with this bike – that much was evident from former Aussie Superbike Champ Steve Martin’s return runs at the drag strip – but if you’re not so confident with the circus stunts (a category in which I place myself), the lowest traction setting will allow small power wheelies when the mood grabs you.
Other than that, the Suzuki GSX-S1000 is still a basic affair. There is a good ol’ fashioned key for the ignition, busy LCD instrumentation (tricky to read in some light conditions), and no fancy trimmings like cruise control, TFT screens, or Bluetooth connectivity.
On the other hand, the bi-directional quickshifter works beautifully – as does the gearbox in general and the wonderfully light cable clutch – while it is the relative simplicity of the GSX-S1000 that will appeal to many buyers.
As will its keen pricing. At $17,290 ride away, the Suzuki GSX-S1000 undercuts litre-class four-cylinder Japanese rivals like the Kawasaki Z1000 ($18,190 ride away) and the higher-tech Yamaha MT-10 (currently $23,649 ride away, but with an update looming).
Of course, you could always throw the three-cylinder Yamaha MT-09 into the mix too – it's a step down in terms of output (119hp/93Nm), but also a step down in weight (189kg wet) and price ($15,699 ride away).
Fuel economy? At the end of a 300km day, and including time at the drag strip, the trip computer had settled on 6.3L/100km. That's a safe range of around 275km from the bigger 19lt tank.
And the model is launching with a range of factory accessories, spanning carbon bits, axle sliders, a seat cowl, soft luggage, wheel decals and more.
The verdict
The 2022 Suzuki GSX-S1000 is an honest, straight-up litre-class streetfighter that puts the focus firmly on its fun and feisty performance. It’s a simple but very effective formula that Suzuki has executed well, and all for a price that’s sure to grab attention.
On sale now and with stock available, this is a worthy update of a solid overall package.
Specs: 2022 Suzuki GSX-S1000
ENGINE
Type: Liquid-cooled, 16-valve, DOHC, in-line four-cylinder
Capacity: 999cc
Bore x stroke: 73.4mm x 59.0mm
Compression ratio: 12.2:1
Fuel system: Electronic fuel injection
PERFORMANCE
Claimed maximum power: 152hp (112kW) at 11,000rpm
Claimed maximum torque: 106Nm at 9250rpm
TRANSMISSION
Type: Six-speed, constant mesh
Final drive: Chain
Clutch: Wet, multi-plate
CHASSIS AND RUNNING GEAR
Frame type: Alloy beam
Front suspension: 43mm inverted KYB fork, fully adjustable
Rear suspension: KYB monoshock, adjustable for rebound and preload
Front brakes: Twin 310mm discs with radial-mount four-piston Brembo calipers, ABS equipped
Rear brakes: Single 240mm disc with single-piston Nissin caliper, ABS equipped
Wheels: Six-spoke alloy
Tyres: Dunlop Sportmax Roadsport 2; 120/70ZR17 front, 190/50ZR17 rear
DIMENSIONS AND CAPACITIES
Rake: 25 degrees
Trail: 100mm
Claimed wet weight: 214kg
Seat height: 810mm
Wheelbase: 1460mm
Fuel capacity: 19 litres
OTHER STUFF
Price: $17,290 ride away
Colours: Metallic Triton Blue, Glass Sparkle Black, or Glass Mat Mechanical Grey
Bike supplied by: Suzuki Motorcycles Australia
Warranty: 36 months, unlimited kilometres
- Great bang for your bucks
- Easy, forgiving nature
- Pragmatic array of new tech
- Wheelie control, please
- And Cornering ABS and Cornering Traction Control too
- LCD screen is difficult to read when backlit
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