Motorcycle specifications SuzukiGSX-S 1000 2024 Sustaining hostilities

The GSX-S 1000 wants more than its share of the big, hairy roadster pie. Its engine has always whispered that it belongs in the street, not to intimidate it, but to conquer it. In this realm of wild beasts, adrenalin comes first. The sensations must begin even before the first turn of the key. So Suzuki decided to get angry with a new interpretation of the GSX-S. On the technical side? No, mostly physical. Fancy a slap in the face before you wake up? Check out this mug from a laboratory where genes and amphetamines mix.

His greedy, bestial gaze grabs you by the throat... His insect-hybridized robot face makes it hard to stay calm... Aggressive, tormented, the son of an anterak and a cyclocephalus, he provokes at the slightest glance. A real oddball, breaking sharply with the codes of his predecessor. The square is dominant, the features straight and dry, their nuances as little induced as on some KTMs. It's almost reminiscent of the 690 Duke 3 - but the drawing board seems to have been contaminated by the Kiska brand. A strange sensation emanates from certain parts imitating the scent of stone (radiator scoops, plates under the fuel tank, back of the speedometer). It's not rock, still less a peak, perhaps a new direction for the GSX-S. Is it the peninsula of an evolving character? Fashion adds its grain of saddle, as evidenced by the small fins protruding from the sides.

apart from Kawasaki, which has joined the fire-pump coterie with its Z H2, the Japanese are in no hurry to tease the upper echelons of the segment. It's true that releasing 180... 190.... up to 208 hp on a roadster is beyond delirious. And it works.

Suzuki remains reasonable, if you can call it that. Because 152 horsepower is already a lot of sauce. The 4-cylinder has received a number of updates to keep it in action. First, it needs to pass Euro5. Then, a little extra power is always good for the ego. When we crunch the numbers, we discover that the GSX-S 1000 phase II gains two horsepower over the first version. Except that... the maximum spurt is injected later, at 11,000 rpm - that's 1,000 more than before. As for torque, the opposite is true. There's a little less, 10.8 mkg instead of 11. But this peak is 250 rpm earlier, at 9,250 rpm.
Let's put these figures aside for a moment to look at the engine curves. With the modifications made on both sides, the engine manufacturers are claiming greater availability, especially in the mid-range dips. The two "pause" zones, one in the middle of the rev counter and the other approaching maximum output, have been smoothed out to maintain punch throughout acceleration.

some will be surprised that Suzuki doesn't use the GSX-R 1000 's current block, with variable valve timing and more power, instead of the K5-K6's engine. Why keep this powertrain from a bygone era? Because this engine had a lot in its trunk! The fullest of its time, bursting with power and with a formidable mid-range response.
What's more, it's well looked after. In order to offer the capacities initially mentioned, the staff installed a new engine ECU, modified the throttle bodies, revised the airbox, overhauled the camshafts, and adapted the exhaust to the new constraints. Externally, the changes are not really noticeable. However, the catalytic converters in the intermediate plenum chamber have taken on considerable importance.

following closelyon the heels of theHayabusa in the renewal of tactical models, the GSX-S 1000 is also full of electronics. Not as much, but just the right amount for the amount of potato it has under its belt. Previously equipped only with Traction Control and ABS, it was high time to update. Suz began by adding 3 injection maps via its S-DMS. They all deliver the same maximum power, but the curves are more or less aggressive depending on the mode. A is the most invigorating, B is more supple and better suited to everyday use, while C rhymes with comfort for a calmer delivery better suited to tricky conditions.

Traction control has been renewed, this time with 5 levels and still disconnectable. The throttle is now Ride-by-wire, an Up&Down shifter has been added, and the classic Low RPM Assist and Easy Start assisted starting have been reiterated. The big GSX-S also gets a new two-tone LCD instrument panel derived from that of the GSX-R 1000. However, you'll have to do without smartphone connectivity, cornering ABS, inertial navigation system, cruise control... All of which are more or less useful depending on the user's profile. With its Suzuki Intelligent Ride System package, the manufacturer provides what's necessary, and the price is affected, with moderate inflation - 300 euros more for this new GSX-S.
There's no engine brake management either, capable of eating into the rear wheel's torque feedback. Instead, Suzfait relies on a mechanical system, with a new SCAS anti-dribble clutch. Its slipper technology allows the clutch to partially disengage in the event of too generous a downshift - it also benefits from an assistance function to reduce lever effort.

engine , silhouette, fascia, identity, electronics, plastics - almost everything has been revised. The chassis offers the status quo. The sport-inspired frame and suspension components are unchanged. Hamamatsu's big roadster can therefore count on a serious aluminum perimeter structure, a fully adjustable 43 mm inverted KYB fork, a KYB shock absorber with adjustable preload and rebound damping, Brembo 4-piston monobloc brakes around 310 mm discs and a large-section swingarm (borrowed from the GSX-R). To appreciate and judge this gear for longer on each outing, the fuel tank has been enlarged by 2 liters to 19 units. This explains some of the 4 kilos gained in the transformation.

It's not so much a question of economy that Suzuki has retained these gains, but rather of pragmatism. The chassis of the previous GSX-S was recognized as being as efficient as it was pleasant. As a result, we're not taking any risks, just renewing what's proven to work. However, the rider will soon notice a slight change in riding position. The seat is 5 mm lower and the handlebars have been redesigned. It's 23 mm wider, which will (slightly) improve the lever arm for engaging the bike, and its shape brings the grips 20 mm closer to the rider. This will straighten the rider's seat a little.

Vener ' the brutos of 2021! We wonder whether a sportier tire set-up might not be better suited than the Dunlop Roadsport2s, which are geared towards the 'dynamic road'.
The new GSX-S 1000 is due to arrive in dealerships at the end of June . As always, Suzuki plays the price card and places its big roadster among the cheapest in its class. Only the CB 1000 R is better placed, with a few less horsepower, an extra TFT screen and a striking single-arm design. The other large-displacement roadsters are in higher orbit

M.B - Manufacturer's photos

The new version of the Suzuki GSX-S 1000 in front of the 2015-2020 generation - the styling change is obvious