Launch: Suzuki GSX-S1000

Suzuki is quite rightly proud of the denomination GSX. After all it has been around, in one form or another, since way back in 1980, with the first 16-valve GSX750E. 

Of course, this was remarkably followed by the radical GSX1100S KATANA in 1981, and the legendary, original GSX-R750 in 1985. Yes, the die was cast with the moniker of GSX-R destined to represent Suzuki’s top-end sport offering. It’s a hero bike of the highest order, with nearly all of its racetrack-gained technological advancements finding their way to that model. Fast, uncompromising, sharp, and representing the best of sporting ability of its time. Whether that be 600, 750 or 1000cc. Sports focussed.

It has to be said, that comfort and user-friendliness have not been high on the consideration list. It’s been all about function and riders have been forced to simply fit around the bike. Did we mention uncompromising? Yes. Head down, bum up, heavily weighted wrists, virtually no luggage tie-down and a pillion seat that is little more than decoration, such are sports operations ergonomic shortcomings.

Suzuki doesn’t have this alone. All the big bore full-on Sportsters reflect this doctrine, and there is high demand for it. Horsepower sells, and long may that be the case.

Enter the new Suzuki GSX 1000.

Suzuki has clearly aimed the new bike at riders that still want pretty decent performance, but are perhaps over the compromises required to commit to a razor-sharp sportster. Riders that might want to cut out long rides, which, let’s face it, can be decidedly uncomfortable on a sports bike. With Australian rider demographics ageing along with the population, think post-40 years of age and you’ll be around the money.

In the past, bikes trying to hit this brief have suffered at the hands of the tuning department. It seems that mapping for mid-range torque and useability previously has meant detuning the engine (usually a powerplant donated by the particular brand’s hottie) to the point that it becomes a shadow of its former self. Watered down, and in fact, a little boring.

Well, forget all that.

POWER UP
Powering the GSX-S1000 models, – a naked (with ABS option) and a faired ABS-equipped F version – is the 2005 GSX-R engine. It’s the tried and true 999cc long-stroke in-line four with revised ports, cam timing, and lobe profiles.

The 44mm SDTV throttle bodies are those of the GSX-R, while stainless-steel valves have replaced the titanium ones of the GSX-R. The six-speed ’box has the same ratios, but there’s an extra two teeth on the rear sprocket which has made for lower overall gearing, and a conventional clutch has got the nod over R’s slipper/assist job.

This has all made the bike very tractable off the bottom of the rev range. You can be pretty lazy with gearchanges and the engine will pull away from very low revs, in reasonably high gears. Great for commuting. Further good news is the fact the bike still offers a very good top end. No longer are you snipped just when the running gets exciting, with 107kW (143.5hp) at 10,000rpm and 106Nm at 9500rpm.

This is the second Suzuki model to feature traction control; the GSX-S uses a left bar-mount switch setup similar to its dualsport brother, the V-Strom 1000. There’s three levels of TC sensitivity, and the calibration is less intrusive than on the DL1000.

Level 3, is intended for wet conditions, and works well in such circumstances. Its intrusion is marked on dry roads however, with ignition retarded at the slightest provocation. The traction control system continuously monitors front and rear wheel speeds, throttle position sensor, crank position sensor and gear position sensor, and reduces engine output when wheelspin is detected. Engine output is controlled by managing ignition timing and air delivery.

Level 2 offers a good option when in commuting mode, providing sure-footedness on varying road conditions, while Level 1 allows a fair degree of wheelspin, suitable for track day fun and having a dip on well-surfaced open roads.

For those that want the ‘au naturale’ experience, the traction control can be deactivated and wheelie fun becomes possible. And this is a bike that makes wheelies easy, with all that bottom end grunt on tap.

There’s a comprehensive LCD instrument cluster which offers readouts for the speedo, tacho, odometer, dual trip meters, gear position, water temperature, fuel range, average fuel consumption, instant fuel consumption, traction control mode, fuel gauge, clock… While there can be little room for complaint about the amount of information available, it really is too much. Quite closely bunched, and difficult to read at speed. We’d like to see some minimisation in this area, but it’s flavour of the month among manufacturers at the moment. The ‘more is more’ philosophy doesn’t look to be going away soon, that’s certain. Particularly in the case of Japanese offerings.

Tank capacity is a middling 17 litres offering around 300km range. This is important – long leggedness will be expected of this bike, and that range is about right. Much less and we’d be asking questions.

There’s a large range of add-on parts and accessories for the bike, which again, breaks it from the utilitarian mould. Personalisation is easy, and the carbon bling in particular caught our eye. It’s real carbon, which makes a nice change too.

SUMMARY
User-friendly, fast and keenly priced. This bike deserves to do well. Whether it will or not, remains to be seen.

There has always been a reluctance in the local market for what it perceives as ‘down-spec’. Bikes that point towards pragmatism, but also allude to sports prowess. I hasten to add that the GSX doesn’t deserve that perception. In fact, it’s loaded with techno goodies, and ones that make real sense. If you need more go than this thing has got, well, ring up MotoGP.

Yes. Sensible, with more than a touch of hooligan. There’s a lot to like about that approach.

PERFORMANCE
Claimed maximum power: 107kW at 10,000rpm
Claimed maximum torque: 106Nm at 9550rpm

TRANSMISSION
Type: Six speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminium twin spar
Front suspension: 43mm KYB inverted, fully-adjustable for preload, rebound and compression
Rear suspension: KYB shock, adjustable preload and rebound damping
Front brakes: Twin discs Brembo radial four-piston caliper ABS
Rear brake: Single disc Nissin, single-piston caliper, ABS
Wheels: Cast aluminium
Tyres: Front 120/70ZR17M/C; Rear 190/50ZR17M/C

DIMENSIONS AND CAPACITIES
Kerb weight: 209kg/215kg for GSX-S1000F (wet without fuel)
Rake: 25 degrees
Trail: 100mm
Seat height: 810mm
Wheelbase: 1460mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $14,990 GSX-S1000, $15,790  GSX-S1000F plus ORC
Colours: Metallic Triton Blue, Sparkle Black/Candy Daring, Mat Fibroin Gray
Bike supplied by: Suzuki Australia www.suzukimotorcycles.com.au
Warranty: 24 months, unlimited kilometres