2022 Suzuki GSX-S1000 First Ride Review

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Suzuki brings modern electronics to a legendary sportbike engine in the 2022 GSX-S1000. (Kevin Wing/)

Modern nakeds were born from sportbikes that were stripped down, but not because someone said, “Oh, cool! I should take this sexy bodywork off and throw it in the dumpster.” More likely the bike had been chucked down the road, probably on both sides. So instead of paying thousands to replace the skittles shell, and because the rider wanted to keep riding and didn’t give a crap how it looked, boom—the streetfighter was born.

Then some genius at Triumph, and it’s actually not facetious to say so, thought, Holy crap, we can sell these things. So they penned the Street Triple. That’s when it all started to get gentrified. Yeah, rat bikes were cool, at least to you. But it’s even money that your buddies were quietly making fun of you.

Metallic Matte Mechanical Gray is a real looker. (Kevin Wing/)

It took a while for Nakeds-with-a-capital-N to really catch on. It was a little while after that before Japanese brands embraced the concept. And when they did, the bikes were more often than not fairly disappointing; sometimes it seemed they not only stripped the bodywork off their bikes but also stripped the fun right out of them, detuning their sportbikes into the boring zone. Over time other European companies joined Triumph and continued getting it right. Ducati, KTM, Aprilia, MV Agusta, and BMW didn’t make duds; they made magic.

But sometimes the Japanese have gotten it right too. Suzuki, the smallest of the Big Four, has always had that one arrow in its quiver that shoots straight and flies true: the GSX-R. For old guys, the K5 Gixxer of 2005-06 was the perfect recipe. Dropping a version of that long-stroke mill in the original 2015 GSX-S was a savvy move.

Long story longer: 2022 arrives and the updated version of this model has been refined, brought (mostly) into modern times, and as it turns out, it rips. Exercising a 17-year-old engine concept back into shape may seem like a New Year’s resolution challenge, but there was nothing wrong with that architecture in the first place. This engine combined with modern electronics and chassis is a freaking hoot.

This latest version of the GSX-S has a whole pile of upgrades that not only modernize it but give the K5′s younger cousin a new lease on life. Key to just about every modern motorcycle are the electronics; without ride-by-wire and modern digital management, traction control and ride modes would be rudimentary at best. This GSX-S has made that step, which goes a long way to putting it on a more level playing field with class leaders like KTM’s 1290 Super Duke and Aprilia’s Tuono RSV4.

Electronics

At the electronic core is Suzuki’s Intelligent Ride System (S.I.R.S.), which incorporates multiple features making up a whole suite of gizmos.

The ride-by-wire electronic throttle system grabs info directly from the throttle grip, relays that to the 32-bit ECM via a CAN bus wiring system, and then tells the brand-new throttle bodies, with their 10-hole injectors sitting below their throttle plates, exactly what to do. The system’s decisions are based on rider-selected settings, entered via the three-mode Suzuki Drive Mode Selector (SDMS): Mode A (Active) for the most aggressive throttle response, Mode B (Basic) a more linear output, and Mode C (Comfort) mellower response and torque delivery.

Requested power is then modulated by the five-mode Suzuki Traction Control System (STCS), which can be selected on the fly or simply turned off. This system monitors front- and rear-wheel speed, engine rpm, gear position, and throttle position to calculate how much intervention to apply.

These magic buttons navigate the menus for ride modes and traction-control settings. (Kevin Wing/)

Keeping things smooth is the Bi-directional Quick Shift System (QS), which is completely new and differs somewhat from the new Hayabusa’s design. A new gear-position sensor is mounted to the engine case, no longer a plunger mechanism on the shift linkage.

There’s also some nice electronic quality-of-life upgrades in the Suzuki Easy Start System and the Low RPM Assist System. The first allows the rider to simply hit the start button, sans clutch (when in neutral), to fire ‘er up. The second raises rpm slightly at low engine speeds for clean, easy launches.

Engine

Like its gone-but-not-forgotten relative the 2005-06 GSX-R1000, the S’ engine retains identical 73.4 x 59.0mm long-stroke dimensions, 999cc displacement, and four valves per cylinder. But beyond those basic specs, the new engine has been refined and modernized. Starting at the top, new camshaft profiles provide less valve lift and overlap partly for emissions compliance and also improved midrange delivery. A new cam-chain tensioner reduces friction with better reliability. The flat-top aluminum pistons ride in Suzuki Composite Electrochemical Material (SCEM)-plated cylinders. Pumping losses are reduced by ventilation holes between the cylinders. The entire engine has been finished with more attractive surface treatments, while the case covers get new shapes and finishes for better aesthetics. Getting rid of the burned gases is a new 4-into-2-into-1 exhaust system; the mid-chamber now features a second catalytic converter to help meet current and upcoming emission standards. The Suzuki Exhaust Tuning (SET) valve is downstream of the mid-chamber but upstream of the silencer, allowing for easy fitment of an aftermarket silencer while remaining EPA compliant.

We’ve already mentioned the Quick Shift System, but the Suzuki Clutch Assist System (SCAS)-aided clutch has been redesigned with steep ramps, plus enough clamping force that it only needs three springs in the basket. This combination provides light feel at the lever, and the slipper function aids the QS when aggressively downshifting under deceleration.

Suzuki claims a tiny bump in power from 147.9 hp at 10,000 rpm to 149.9 hp at 11,000 rpm, while torque is very similar at 78.2 pound-feet compared to 79.6 on the previous gen. But what Suzuki’s dyno charts show is that the dips in the power and torque curves have been filled in; it’s now a nice smooth line all the way across the rev range.

Chassis

Home for this liter-class engine is a familiar twin-spar aluminum frame and a swingarm hijacked directly from the GSX-R1000. The 43mm inverted KYB fork is fully adjustable with spring preload, compression and rebound damping, while a linked KYB shock, with spring-preload and rebound-damping adjustment, tames the rear end. Braking is handled by a pair of radial-mount Brembo Monoblock calipers with 320mm discs in the front and a single-piston Nissin caliper and 240mm rotor out back; these are modulated by a new compact ABS controller. The brake and clutch levers have five steps of reach adjustment each.

Brembo Monoblock four-piston calipers gnaw on a pair of 320mm discs. (Kevin Wing/)

Six-spoke cast-aluminum wheels are equipped with Dunlop Roadsport 2 radial tires, a 120/70ZR-17 front and a fat 190/50ZR-17 on the rear, developed and optimized just for this bike. Wheelbase stretches 57.5 inches, which is just a tick more than an inch and a half longer than the 2022 GSX-R1000, and the S1000 gains about 30 pounds over that track-oriented machine.

Keeping it simple, the shock is a KYB unit with provisions for spring preload and rebound damping. (Kevin Wing/)

Styling

Compared to the previous-gen bike, the GSX-S1000 looks modern and sharp. The bodywork, headlights, and styling are aggressive and angular. The first thing you notice are the stacked Mono-focus LED headlights, which are tiny in size but pump out a ton of light through thick convex lenses that shape the beam pattern. The front radiator cowls blend nicely into the fuel tank cover, while mini MotoGP-style winglets are a nod to the championship-winning GSX-RR racer, though they’re undoubtedly for sheer styling and not actual aero. Textured side panels are said to help provide grip for the rider’s knees while adding to the look, while a clean tailsection and rear seat can be accessorized with a solo seat cover. An LED taillight will blaze the news of your intentions while slim LED signals front and rear blend in nicely when not in use and do their job when you want the jerk texting behind you to see you. Two color options are available, Metallic Triton Blue or Metallic Matte Mechanical Gray.

The new LED headlights are very cool looking and pump out some serious light through their convex lenses. (Kevin Wing/)

On the Road Again

I joined a small group of journalists in Woodland Hills, California, at the Gasolina Cafe from where we headed into the hills that saddle the Malibu coast and the San Fernando Valley. The area is about as perfect as it gets for a wide-bar, upright naked, with open sweepers on roads like Mulholland Highway to the tight and twisting Latigo Canyon Road (my single favorite stretch in Malibu).

After commuting to the event on a brand-new Suzuki Hayabusa, transitioning to the GSX-S was a total contrast. Despite the ‘Busa’s fairly relaxed sporting seating position, the S’ ergos are very comfy and upright. At 5-foot-11, I found the seat totally reasonable with a 31.9-inch height; footpegs set to be sporty but not abusive gave my legs a comfortable bend at the knees. And just to put the icing on the cake, the blacked-out, tapered handlebar is now wider and has been rotated up, just right for a naked, providing lots of leverage for steering while staying totally comfy in terms of where it set me on the bike.

A 31.9-inch seat height, a sporty but not cramped footpeg position, and a wide tapered handlebar make for comfortable ergonomics. (Kevin Wing/)

On the road the very first thing I noticed was the quickshifter. Compared to the already good performance of the Hayabusa’s unit, the GSX-S’ shifter is just that bit more refined, especially with the one-two shift. There were no missed or accidental shifts even when short-shifting at lower rpm. Speaking of short shifting, the S’ engine is really flexible; riders can carry a slightly taller gear and ride in a somewhat more relaxed fashion, relying on the torque to get around. Or, if the mood strikes, they can give it a good flogging and rev it out, depending on mood and disposition. The GSX-S1000 couldn’t care less either way. There is simply something utterly satisfying about a liter-class inline-four on a decent backroad.

The new bidirectional quickshifter utilizes a case-mounted mechanism instead of a plunger-type unit on a linkage. Clutchless shifts both up and down were crisp and well timed. (Kevin Wing/)

Having said that, one thing worth noting after some judicious fiddling is that changing the SDMS mode to B definitely mellows the delivery and smooths throttle response that can at times feel a bit too sharp and snatchy in A mode, primarily when opening the throttle from a closed position. Suzuki claims the output between the modes is similar or the same, but the delivery is altered. And that’s what it feels like; A mode is trying to give the rider the impression that it’s hyperaggressive, which wasn’t always desirable. The fueling is really very good; it’s just a matter of finding the sensitivity setting you prefer. The traction control system as mentioned has five settings plus off; the ride began in 2, moved on to 1, and eventually wound up with it switched it off. The engine’s delivery is quite smooth, after all, and there was no reason to stress out too much about available grip.

Long sweeping corners highlight the stable and planted character of the GSX-S1000′s chassis. (Kevin Wing/)

As mentioned, the roads we slayed went from fourth-gear sweepers to first-gear hairpins. The GSX-S has the wheelbase and geometry to feel totally planted and stable at speed, but the upright bars provide the leverage you need to get it to turn right now in the tight stuff. Despite some lingering dirt on the roads from recent mudslides, the combination of Dunlops and the planted front end provided lots of confidence to proceed without any drama. Many of the roads in the area resemble a set of supercross whoops, which meant the softish suspension settings that Suzuki dialed in for the ride weren’t a bad thing, but it would be best to get the rear end’s rebound damping dialed a bit more so it won’t boing anyone out of the seat occasionally after hitting some of the bigger undulations. The Brembo Monoblocks provide good power and feel, building progressively and predictably through the front lever’s stroke, but don’t expect them to have that superaggressive initial bite of race-oriented stoppers like the Brembo Stylema.

Front-end confidence is high on the GSX-S1000. (Kevin Wing/)

There really aren’t many complaints here, but it’s definitely hard to love the LCD dash. There are two problems here: First off, the screen doesn’t have anything around it to shade it from the sun, so it’s susceptible to glare. On a TFT-style screen with more contrast and the ability to crank up the brightness, this would be a nonissue. The other issue is that the screen sucks dust onto its surface about as effectively as the Death Star tractor-beamed the Millennium Falcon out of space. Constantly wiping the dash with a glove becomes a mandatory procedure; annoying, but not a deal breaker.

The LCD dash is starting to feel dated and functionally falls behind modern TFT displays. Glare and dust make reading it difficult at times. (Kevin Wing/)

Overall, the GSX-S1000 is great fun and a great weapon for a wide variety of roads. We never had the opportunity to slog along on the highway to get a sense if there is enough wind protection for longer rides, but for most people looking for a naked sportbike, that’s pretty low on the priority list. Buyers interested in the GSX-S1000 would most likely ride it the same way we did: a bit of urban, a bit commuting, and then some mandatory curvy-road ripping on the weekend. At $11,299, it’s hard to argue that this bike doesn’t pack a lot of features, performance, and fun into what is a pretty easy-to-swallow price. It would be interesting to see how it stacks up against the expensive Euro nakeds in a shootout; most of those bikes cost anywhere from an additional $6,000 to a ridiculous $10,000 more. It’s hard to believe they’re 10 Gs more fun.

2022 Suzuki GSX-S1000 Claimed Specifications

MSRP:	$11,299
Engine:	DOHC, liquid-cooled inline-four; 16 valves
Displacement:	999cc
Bore x Stroke:	73.4 x 59.0mm
Compression Ratio:	12.2:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	149.9 hp @ 11,000 rpm
Claimed Torque:	78.2lb.-ft. @ 9,250 rpm
Fuel Delivery:	Fuel injection w/ ride-by-wire
Clutch:	Wet, multiplate SCAS type; cable actuated
Engine Management/Ignition:	Electronic (transistorized)
Frame:	Twin-spar aluminum
Front Suspension:	KYB 43mm inverted fork, spring preload, compression and rebound damping adjustable; 4.7 in. travel
Rear Suspension:	KYB shock, spring preload, rebound damping adjustable; 5.1 in. travel
Front Brake:	Brembo 4-piston calipers, dual 310mm discs w/ ABS
Rear Brake:	Nissin 1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 17 in. / 17 in.
Tires, Front/Rear:	Dunlop Roadsport 2; 120/70-17 / 190/50-17
Rake/Trail:	25.0°/3.9 in.
Wheelbase:	57.5 in.
Ground Clearance:	5.5 in.
Seat Height:	31.9 in.
Fuel Capacity:	5.0 gal.
Claimed Wet Weight:	472 lb.
Contact:	suzukicycles.com

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