Engine development is the most expensive aspect of designing a new motorcycle. Manufacturers, always wary of the bottom line, sometimes spread these costs out by using the same engine across multiple models. 2022 Suzuki GSX-S1000 built around the original 999cc inline-Four engine from the GSX-R1000 K5 (2005-2008) which has won multiple AMA Superbike championships. The advantages of the K5 engine include a long stroke design that delivers strong mid and low power, a crankshaft/gearbox configuration that allows the twin crankshaft frame to run directly from the steering head to the swingarm shaft, and a proven track record of performance. and reliability.
See Rider’s 2022 Motorcycle Buyer’s Guide
When GSX-S1000 first launched in 2016, it is available in a naked version and a matte “F” version. Since the GSX-S is a sportbike designed for the street rather than the track, its decoupled engine produces less peak power than the GSX-R on which it is based. Cam configuration and valve timing have been better. The valves and exhaust are made of steel instead of titanium. The trade-off is a cheaper, more livable bike thanks in large part to its more comfortable design.
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Over time, successful spin-off models – like Suzuki V-Strom 650 that is derived from SV650 – have a life of their own and follow their own development path. Such is the case with the GSX-S1000, which has received a thorough overhaul in 2022 and is joined by two new sport-touring models, GSX-S1000GT and GSX-S1000GT + equipped with saddle bags (we’ll have a test on the latter soon).
Visually, the new GSX-S1000 has a much stronger, sharper body than its predecessor. It has angled panels next to the larger fuel tank (5 gals., up from 4.5) and a radiator, MotoGP-style spoiler and stacked headlights that protrude like a beak. It also has a slimmer tail section and LED ambient lighting. But the GSX-S isn’t just getting an upgrade.
New camshaft configuration, valve springs, throttle body and air conditioning box, and revised 4-2-1 exhaust contribute to a 2 hp increase in peak power, a wider, smoother torque curve more and Euro 5 emissions compliant. On Jett Tuning’s Dyno, the GSX-S1000 sent 136 hp and 73 lb-ft of torque to the rear wheels. Power rises linearly to a peak at 10,200 rpm while torque spreads like a mid-range, with over 60 lb-ft to the touch from 4,300 rpm to 11,300 rpm. (See the dyno chart at the end of the post.)
The new throttle system allows three driving modes (Active, Basic and Comfort) to adjust throttle response and power delivery. The GSX-S1000 is equipped with a switchable five-speed traction control system, a new up/down quickshifter, and Suzuki’s Low RPM and Easy Start Assist. And the 6-speed gearbox is mated to a new power/sliding clutch.
From the first moment I sat on the saddle of the GSX-S1000 until the last time I released the kickstand, the word that popped into my head was “smooth”. At idling, the engine hums loudly, and the exhaust fumes from the stout exhaust seem to barely disturb the surrounding air. A pleasant neutral driving position with damped aluminum handlebars 0.9 inches wider and 0.8 inches closer to the driver than the previous model. The seat has been revised with more comfortable cushioning and a disc shape to support the driver.
Greg’s Gear
Soldier’s helmet: Flying car racing Sentinel
Coat: Fly Racing Strata
Gloves: Fly Racing Brawler
Trousers: Fly anti-racing jeans
Boots: Fly Racing Milepost
Pulling off the stops and paddling up and down through the gears felt effortless. Like other power/slip clutches, the Suzuki Clutch Assist System uses interlocking ramps to increase disc downforce during acceleration and provide slip when needed during deceleration and strong gearshift. The clutch requires only a slight tug, and the feel and engagement are immediate. Both the clutch and the brake lever are adjustable.
Suzuki’s two-way quick-shifter system uses a gear position sensor near the gear lever to provide a more precise response than quick-shift paddles built into the gearshift lever. Of the many quickshifters I’ve tested on a variety of motorcycles, none responded with such obvious, immediate coherence, especially in the lower gears and when shifting gears. No ambiguity, no hiccups, just smooth, precise gear changes.
Refueling and power supply are almost faultless. Even the smallest throttle movements translate into small adjustments in speed with no hesitation or electronic lag. The connection between the driver’s right wrist and the rear wheel feels direct, almost intuitive. Likewise, a handful of throttles produce a quick burst of thrust with no extra peaks or valleys, the exhaust emitting a satisfying groan as the inline Four turns rapidly.
In keeping with its Superbike pedigree, the GSX-S1000 features a large dual cast aluminum main frame surrounding the engine, as well as a robust cast aluminum swingarm. Suspension by KYB, with fully adjustable 43mm upside-down fork and adjustable link-type monoshock for preload and rebound. With damping adjusted for the street, the suspension is responsive at speed and provides safe compliance on unusual road surfaces.
Brembo 4-piston radial-mounted monoblock brake calipers provide stopping power up front, squeezing fully floating 310mm rotors. They have a good initial feel and a progressive feel in the levers, slowing the 472 lb bike and its rider with authority. At the rear, a Nissin 1-piston caliper presses the 240mm disc. ABS is standard, but like the traction control system, it’s not sensitive to tilt angle.
The GSX-S1000 rolls on Dunlop Roadsmart 2 sports tires to help cover the distance between grip and distance. Their Visual Response Profile (IRP) provides a large, reassuring contact patch when leaning in corners. Rubber is wrapped around 17-inch six-spoke cast aluminum wheels. On the car with Metallic Triton Blue paint color inspired by Suzuki’s MotoGP racing paint color, the wheels are color-matched to the car; the wheels are black in Metallic Matte Mechanical Grey.
While negotiating from one challenging angle to another, I continued to be impressed with the smooth feel and layout of the GSX-S1000. Three pleasant rider angles, easy-to-operate controls, predictable handling and smooth power delivery keep the bike working with the rider, not against them. No nasty quirks, no “if only” warnings. But the GSX isn’t dull either. It’s a well-designed, precision-engineered perfor-mance machine that’s a real pleasure to drive.
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However, if there’s one area that makes me want to, it’s instrumentation. The GSX’s monochrome LCD is packed with information and, despite the display’s adjustable brightness, is difficult to read in direct sunlight. With the vibrant, easy-to-read TFT display as standard on many modern bikes, the GSX’s dashboard looks dated. And while I appreciate the simplified switchgear, with a single mode button and large up/down toggle on the left side for adjusting settings, it’s not intuitive.
It is clear that the GSX-S1000 is designed to meet a high price target. The LCD dashboard, simplified electronic driver assistance system, lack of cruise control and other cost-saving measures helped Suzuki achieve an MSRP of $11,299. Other liter naked-bikes from Japan cost significantly more – Honda CB1000R retails for $12,999 and Yamaha MT-10 priced at $13,999.
Suzuki has been smart in updating the GSX-S1000. It gives it a distinctive new look, improved power delivery, more comfortable ergonomics and useful new features like ga-by-wire, ride mode and a gearshift. great fast. Some manufacturers focus on IMU-enabled electronics, but they have pushed the price up. The GSX-S1000 is much improved over its predecessor but still offers solid value. Smooth is smooth.
2022 SUZUKI GSX-S1000 SPECIFICATIONS
Basic price: $11,299
Guarantee: 1 year, unltd. mile
Website: suzukicycles.com
ENGINE
Type: Liquid cooled, four horizontal valves, DOHC with 4 valves per cyl.
Transposition: 999cc
Diameter x stroke of piston: 73.4 x 59.0mm
Compression ratio: 12.2: 1
Literature test. Period: 15,000 miles
Fueling: EFI w/throttle-by-wire, throttle body 40mm x 4
Lubrication systems: Wet storage tank, 3.6 qt. cap.
Transmission process: 6-speed, sliding clutch / cable-operated power steering
Last drive: O-ring chain
CHASSIS
Frames: Dual die-cast aluminum frame and swingarm
The standard long: 57.5 inches.
Rake / Trail: 25 degrees / 3.9 inches.
Seat height: 31.9 inches.
Suspension, Front: 43mm upside down fork, fully adjustable, 4.7 inch travel
Behind: Single-link shock, adj. spring preload & recovery, travel 5.1 inch
Brakes, front: Dual 310mm floating discs with 4-piston radial monoblock brake calipers & ABS
Behind: Single 240mm disc with 1-piston caliper & ABS
Wheels, Front: Molded, 3.5 x 17 inches.
Behind: Molded, 6.0 x 17 inches.
Tires, front: 120/70-ZR17
Behind: 190/50-ZR17
Wet weight: 472 lbs.
Load capacity: 408 lbs.
GVWR: 880 lbs.
PERFORMANCE
Horse power: 136 hp @ 10,200 rpm (rear wheel dyno)
Torque: 73 lb-ft @ 9,300 rpm (rear wheel dyno)
Fuel quantity: 5.0 gals.
Fuel consumption: 33.4 mpg
Estimated range: 167 miles
