Motorcycle specifications SuzukiGSX-S 1000 2015 Suzuki hits the 1000s

The big streetfighter, a.k.a. the severely burned-out brigand's bike, appeared a long time ago. Was Suzuki the first to launch the 1200 Bandit? Do we owe the emergence of streetfighting to the Triumph Speed Triple? Did the Ducati 900 Monster pave the way? The debate promises to be furious. In any case, the category is well established on the market, with a copious and muscular offering. Suzuki's latest and eagerly-awaited strike force is the GSX-S 1000. New name, new family, new machine, new ambitions, and when a roadster takes over the essentials of a GSX-R 1000, the bends and the brigands start to see some big, spicy steak on the approach.

gSR 1000 or Virus, some preparations couldn't wait for the GSX-S to quench the thirst of impatient fans of Suzuk' mechanics. Why wait so long to release a big, beefy roadster? Crisis? Sluggish investment? Doubt? Who cares? The important thing is that Suz' range finally includes a demonic machine with big handlebars. Is it a big GSR with lots of watts, or a GSX-R stripped of its fairing? The reality is pretty close to the second option. However, it would have been too simple to occupy the design office alone. Nevertheless, the design team did a fine job, giving the 1000 GSX-S an assertive, seasoned personality, halfway between a ball of nerves and a wrestler. The fork head is full of little effects, including LED nightlights in the shape of fangs. The profile is elaborate, with sheared scoops, a knife-edge hoof, an exceptionally compact pot (thanks to the plenum chamber) and a rear end as inclined as a super-G track. It looks great! But to say it's shocking... Some competitors are far more aggressive. Is this a case of restraint in design, or the application of a trend without daring? The transcendence isn't there. The GSX-S shows its teeth, but that doesn't mean it's going to bite...

... oh yes, it's going to bite. And it's the 4-cylinder that's going to do it. As with so many machines in this segment, it's a hypersport block that's tucked under your kneecaps. The big Gex's engines have always been praised for their roundness, power and availability. Here, we've grafted on a tried-and-tested, reliable and generous powerplant: the boiler from the GSX-R vintage 2005 to 2008. Perhaps the best inline-4 of its time. Today, a number of modifications have softened its fiery spirit to suit a more roadster-style riding style that's still sporty. Lighter pistons, iridium spark plugs, revised camshaft profiles and recalibrated fuel injection take care of the job, including making the mill more available in the mid-range.
In 2008, the Gex's engine spat out 185 horsepower. Once out and about, the GSX-S 1000 develops "only" 145 horsepower. Disappointing? Okay, that's a lot of horsepower, more than enough to have a good time, and to fuck off in case of unmanageable optimism. But being the last to arrive and having everything to prove, you don't shake up rival gangs with that. Except that these data must be taken with relativity... various measurements on the dyno of international colleagues tend to prove that this block delivers more, much more. And that the 160-horsepower mark could easily be passed. Mr Suzuki, are we becoming gamblers and poker lovers?!? ;-)
In the end, the GSX-S 1000 is powered by a spirited, decade-old engine, "officially" giving away a bunch of horsepower when the competition is constantly adding watts with state-of-the-art engines(BMW S 1000 R, KTM 1290 Superduke R, Aprilia Tuono V4 1100). Suzuki's staff also play with technology, adopting a 3-level traction control system. More or less intrusive depending on the rider's riding conditions, and disconnectable. As for driving modes and other trendy electronic refinements, we'll have to wait a little longer.

The choice of powertrain may be criticized for being "late to the party". We won't say anything about its chassis. At first glance, it's a full GSX-R between the two wheels. Wrong, only the swingarm comes from the sports bike - not the 2005 or 2008, but the 2015. The 43mm Kayaba inverted fork (KYB) is fully adjustable, anchored to a heavy-duty aluminum frame. Very similar to that of a Gex, even lighter, its structure is specific to the GSX-S. Suzuki promises great handling and no less roadholding. There's little doubt about that, especially as weight is kept to a minimum. At 209 kilos, the machine is only 4 kilos heavier than the GSX-R. ABS included; the braking package is worthy of the best Hamamatsu machines: Brembo monobloc calipers, 310 mm track, 8 pistons in all for the front axle. To the regret of the most seasoned riders, the ABS cannot be deactivated. How do you hold it all up? With Renthal handlebars, fixed in front of a fully digital instrument panel.

Aggressive without being insane; powerful without bursting the barrel; Marilyn without going Manson; the GSX-S 1000 knows how to present itself in just the right measure. It's a menu full of watts, efficiency and expressiveness. But it won't be furious madness. Suzuki's biggest streetfighter isn't aiming for the head of the clan. However, with a pricing approach that the brand knows how to make attractive, this street savage will be able to make a nice neighborhood for itself. Just look at the GSR 750's track record.
To add insult to injury, the GSX-S 1000 F is also available in a fairing version with a road-going bent.

M.B - Manufacturer's photos