Unfortunately, that same smoothness doesn’t extend to the engine’s balance. Suzuki’s emissions-oriented updates certainly afforded the brand the opportunity to smooth out the power delivery. With that said, the naked bike only spun up to 4,750rpm at 70 mph in sixth gear, so highway miles should be a breeze. Those pulling track duty with the GSX-S1000 won’t be as phased by the buzzing, but with most riders sticking to public roads, it’s a shame that the proven powerplant isn’t more refined by this point. Of course, users can easily avoid that issue by short-shifting around 5,000-6,000 rpm, but that leaves nearly half the rev range-and a healthy helping of the claimed 150 horsepower-on the table. At that point, each touchpoint (bars, tank, seat, and pegs) fluttered at a high frequency. For sake of comfort, I switched gears at 6,000 rpm, but by 8,000 rpm, the buzzing was positively shift-inducing.įor that reason, I only manage to wick the GSX-S1000 up to 10,000 rpm once during my time with it. By 5,000 rpm, vibrations course through both the foot pegs and the handlebars. On the other hand, street riders would benefit from keeping the K5-based engine in the lower register. That smooth and approachable powerband may not appeal to hooligans or adrenaline addicts, but it positions the GSX-S1000 as a suitable daily rider and part-time track bike. Without power surges or abrupt throttle pickup to trip up riders, the super naked remains a friendly option for customers transitioning away from the middleweight naked class. Even when the throttle response morphs from the pokey A mode to the even-keeled B mode to the rain-appropriate C mode, the GSX-S maintains linearity. Gone are the power pulses and peaky torque profile that defined the previous generation. Suzuki engineers didn’t just chase power figures, they also reconfigured the fueling and power delivery, making the GSX-S1000 easier to ride. The four-cylinder mill still packs a punch, though, thanks to 150 horsepower peaking at 11,000 rpm and 78.2 lb-ft of torque topping out at 9,250 rpm. While Suzuki installed everything from new valve springs to a revised cam chain to an updated clutch pushrod, the liquid-cooled, DOHC, 999cc straight-four is still based on the 2005 GSX-R1000 K5 engine. Suzuki may have transformed the GSX-S10, but with its competitors on a trajectory for tech supremacy, will the brand’s efforts pay off? To help us determine where the GSX-S1000 falls in the ever-competitive naked sportbike field, Suzuki invited us to test the 2022 model in the familiar confines of the Santa Monica mountains. Along with a makeover and more muscle, the naked literbike also gains ride modes, a bi-directional quickshifter, and Suzuki’s latest slip-assist clutch. The 2022 upgrades are more than skin-deep, though.Ī new camshaft, refined fuel map, and additional catalytic converter not only help the 999cc inline-four reach Euro 5 status but also results in a modest power increase and a vastly improved torque curve. The curvy bodywork hit the cutting room floor first, replaced by razor-sharp styling reminiscent of KTM’s Duke family. That is until the 2022 GSX-S1000 broke cover in April, 2021.įive years after the first-generation GSX-S1000 launched in 2017, impending Euro 5 emissions regulations gave Suzuki engineers and designers a valid excuse to revisit the aging super naked. The House of Hamamatsu may prefer baby steps, but when the industry progresses by leaps and bounds, the firm’s latest and greatest can look dated by comparison. Whatever you want to call it, Suzuki rarely reinvents the wheel when it introduces a new motorcycle. Label it evolution over revolution, or simplicity over complexity.
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