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I already had my mind made up on this one. When the whisper of “bold new graphics” hit my ears, it was all too easy to adopt a dismissive attitude about the GSX-S1000. Then, the unexpected happened.
Instead of waiting around for my colleagues to confirm my preconceptions for me, it turns out I got the call to head into the field for a first ride review on board the GSX-S1000. For a bike that was badged as “more of the same,” my first ride on it called into question if that is necessarily a bad thing.
So, what is new anyway?
For those looking for the CliffsNotes on what is exactly new on this year’s GSX-S1000, Suzuki calls out updated styling to the bodywork and LED headlight assembly, more peak power and a stronger bottom end with refinements in the engine and ride-by-wire throttle bodies, minor adjustments to the chassis and ergonomics, and updated electronic rider aids for the machine. For those familiar with the S1000, it isn’t exactly a revamped “everything-all-new” update, but for the uninitiated like myself there is still a lot to explore on this hyper-naked bike.
The look of a new generation
The 2022 GSX-S1000 is the first update to the platform since 2017, and as far as first looks go the most noticeable change is to the aesthetics of the machine. It seems Suzuki is right in lock-step with the current trends of the naked bike segment, as this new GSX has adopted the nearly ubiquitous Transformer robot face-lift. This make-over includes the introduction of a tri-LED headlight assembly and aggressive angular styling that is more contemporary looking compared to the older generation.
A much needed upgrade that Suzuki missed in this round was to the GSX dash, as a rather dated-looking LCD screen is plugged into the new 2022 model. It is hard to read for several reasons: Because it lacks a cowl, direct sunlight causes glare, an overload of information is presented, and the numbers are relatively tiny and tightly packed together. Finding important information while at speed is challenging, and cycling through the different throttle modes and TC modes is a clunky endeavor, as well.
An approachable cockpit
Liter bikes aren’t typically known for approachability, but the GSX-S1000 was a surprisingly easy fit for most. The 31.9-inch seat height and a skinny seat meant a manageable reach to get the balls of my feet on the ground as a petite rider (at five feet, four inches tall). I am also a fan of the adjustable front brake lever, which is always a welcome addition to tailor the reach for any rider.
Suzuki has made a small tweak to the riding ergonomics with the addition of a wider handlebar, but otherwise most of the rider triangle remains true to the previous-gen bike. The riding position is upright and neutral with just a hint of a sporty hunch to it. I was perfectly comfortable in the saddle for the afternoon of riding, and speaking with some of the taller riders on our test ride they expressed a similar sentiment.
Start your engines
It is true, the 2022 GSX-S1000 still has the same K5 999 cc, four-stroke, inline-four-cylinder engine from 2005. In pursuing Euro-5 emissions compliance, Suzuki has massaged the long-stroke and long-in-the-tooth four banger so that it has a small bump in horsepower (up two ponies for a total of 149 horsepower) but more notably a smoothed out torque curve (78 foot-pounds of torque at 9,250 rpm). For those with seat time on the previous-generation S1000, this refined torque curve with the new electronic throttle bodies will present an altered riding experience in the 2022 edition.
It is worth pointing out that the S1000 does not have any “pre-baked” rider modes one might see in other motorcycles. The rider can independently choose a la carte combinations from the five different TC modes and three different throttle modes to suit their liking.
Starting out my ride in the most aggressive “A” mode, the GSX-S1000 wanted to leap out of my control, like a high-strung German Shepherd lunging against the leash. It was a little too much bark for putting around town, so I toggled into the “B” mode for most of my city cruising and was much more at ease. While I punched into “A” a few more times on the ride at a spirited pace on the back roads, ultimately I found the “B” mode to be the most usable for the majority of street applications.
“C” mode feels more like 750 cc power, and it is worth noting that “C” mode does not behave exactly like other “rain modes” you might see on the market. Each throttle mode fine tunes the power delivery but a fully opened throttle will result in 100 percent of the bike’s available power in any mode. (In most other bikes, rain mode will deliver 60 to 80 percent of full power with a fully open throttle.) What this means is don’t expect to drop into “C” mode and whack on the throttle in wet conditions, because you might very well get bit by the full brunt of that liter-bike power.
Of chassis and corners
It is hard to argue with Suzuki for only wanting to make minor changes to the S1000 chassis because it really is a well sorted setup. Combined with Suzuki’s newest slip-assist clutch and quickshifter, the GSX-S1000 attacks the corners with Brembo stopping power up front and KYB adjustable suspension front and rear.
The quickshifter on the GSX works so well I literally second guessed myself half the ride, searching the dash to confirm I actually had shifted the bike. The quickshifter so seamlessly clicks through the gears that it barely registers in the engine vibrations or noise.
The KYB suspension off the showroom floor is stiffer than what is normal for most naked bikes, and while this means good fun for aggressive riding on smooth canyon roads or at the track, it also meant some slams and jolts in the bumpy pavement I encountered on the ride. If the corner was riddled with bumps, it would upset the chassis through the mid-corner and attempting hard acceleration out of the corner while the bike was still trying to regain composure resulted in some unwanted excitement. In those few perfectly paved corners, the GSX-S1000 stuck to it like Velcro in “Aha” moments that every rider seeks when chasing thrills and chills in the backcountry.
The good news here however is that the front and rear suspension are fully adjustable, so theoretically a more well mannered street setting can be achieved per rider preference and weight. As a rider on the lighter side of the spectrum, stiff suspension is a devil I know all too well and I have adapted to a “jockey style” riding position so that my legs can help aid the suspension through the bumps. Given the chance at a long-term loan on board the GSX-S1000, I would probably pursue some softer settings.
Tried and true, or just ho-hum?
At the end of the ride and after some reflection, my own personal takeaway is that the GSX-S1000 is actually a much better bike than my preconceived notions would have led me to believe. I had genuine fun riding the hills of Malibu, and the GSX did not leave me wanting in any critical capacities.
Therein lies the rub however. Is “adequate” enough? Despite being an old motor, it is still strong and capable of most of the hooligan acts a rider wants from a hyper-naked. Despite being an old chassis, it is still a sound platform for the majority of demands that will be placed upon it. Despite having simpler tech and electronics compared to its counterparts, the GSX-S1000 does it at a price point that is difficult to argue with.
The trouble with the “middle of the road” is just that — it’s not spectacular, it’s not awful, but it is most likely very forgettable. A few key choices could have swung the GSX-S1000 in another direction. A stand-out TFT dash and refined interface could have gone a long way, especially if coupled with a truly bold and independent styling exercise separate from the now generic battle-bot-washing the naked bike segment has fallen victim to. Just these few daring chance-taking departures from the crowd could have set the GSX-S1000 apart.
As the current 2022 Suzuki GSX-S1000 stands, it will do all the things and it will do them pretty well and for a fair price. However, if you are looking for a bike that has some edge to it, the middle-of-the-road GSX-S1000 may just not be the one for you.
| 2022 Suzuki GSX-S1000 | |
|---|---|
| Price (MSRP) | $11,299 |
| Engine | 999 cc, liquid-cooled, DOHC, four-stroke, inline four cylinder |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 149.92 @ 11,000 rpm |
| Claimed torque | 78.18 foot-pounds @ 9,250 rpm |
| Frame | Twin-spar aluminum |
| Front suspension | KYB 43 mm fork, adjustable for preload, compression and rebound damping; 4.7 inches of travel |
| Rear suspension | Linkage, single shock, adjustable for preload and rebound damping; 5.1 inches of travel |
| Front brake | Brembo, four-piston, 310 mm twin disc, ABS-equipped |
| Rear brake | Nissin, one-piston, single disc, ABS-equipped |
| Rake, trail | 25 degrees, 3.9 inches |
| Wheelbase | 57.5 inches |
| Seat height | 31.9 inches |
| Fuel capacity | Five gallons |
| Tires | Dunlop Roadsport, 120/70ZR17 front, 190/50ZR17 rear |
| Claimed weight | 472 pounds |
| Available | Now |
| Warranty | 12 months |
| More info | suzukicycles.com |
