Suzuki GSX-S1000GT 2022. Details about the new model

Rejoice, all sports bike enthusiasts over 40! The 2022 Suzuki GSX-S1000GT has arrived among the dying class of sports tourists!

If they showed me this photo, I would confidently say that this is a Yamaha, but no, this is really a new Suzuki. I don’t know what the designers at Hamamatsu were guided by when stealing a design from 7 years ago, namely the YZF R1, but overall it turned out well.

So, the new Suzuki GSX-S1000GT 2022 will be located slightly higher in the model range than the recently introduced GSX-S1000, and its direct competitor will also be Japanese, the Kawasaki Ninja 1000SX.

As you would expect from the presence of the letters “GSX” in the name, the new product is equipped with the Euro5 engine from the GSX-R1000, but with different camshafts, air filter box and throttle, which as a result made it less powerful and more balanced, now developing 152 hp. With. at 11000 rpm. and 106 Nm of torque at 9250 rpm.

As for the chassis, the Suzuki GSX-S1000GT is exactly the same as on the naked version, although the subframe is still new, and this directly affects the ergonomics of both driver and passenger. There are also no changes to the suspension; there is a fully adjustable 43 mm KYB inverted fork at the front and a monoshock absorber at the rear, also adjustable.

There are also no questions about the brakes, 4-piston Brembo radial calipers at the front + 310 mm discs and a 240 mm disc at the rear with a single-piston caliper, which is generally a standard design nowadays.

But there are questions regarding electronics. Yes, it is present, but in the most minimal format. For some reason, Suzuki still uses a conventional, and not an angular ABS system, although on a motorcycle of this class nowadays at least a 5-axis control unit is simply a must-have...

But the Suzuki GSX-S1000GT 2022 will definitely be the cheapest in its class, you probably thought, but no! In Europe, it starts at as much as 14,450 Euros, which means that in Russian reality it will turn into almost 1.5 million rubles, which is simply super expensive for such equipment, not to mention the fact that it is unlikely to officially come to our country will come..

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Suzuki GSX-S1000GT

The design, although not ideal, is quite trendy - sharp corners, narrow edges, the stern look of lensed optics. In addition, the new product represents an excellent combination of price, performance, practicality and equipment that is difficult to beat.

Within the company, the motorcycle is called the GSX-S1000T, but it is sold under the name Suzuki GSX-S1000GT, that is, Granturismo. Otherwise, the new product corresponds to the information that became known in the summer, down to the size and weight.

In general, the Suzuki GSX-S1000GT is based on a combination of already known components under a new veneer, but Suzuki, with its rather modest budgets for the development of new products, has repeatedly proven the effectiveness of this approach. Just look at the Katana or the V-Strom 1050 and you'll understand how smart use of existing components can be effective, even when competing with new products built from the ground up.

Moreover, Suzuki always does it honestly, and this is captivating. The GSX-S1000F, despite its somewhat distinctive design and lack of advanced suspension and electronics, was based on one of the best superbike engines of all time - the K5 motor from the GSX-R1000. As the years passed, competitors became more and more expensive, and the price of the GSX-S1000F became more and more attractive, and the new GSX-S1000GT in this regard is the successor to the F: it solves a number of its problems, and again without exorbitant prices.

Suzuki GSX-S1000GT

SUZUKI introduced a completely updated GSX-S1000 motorcycle

The Suzuki GSX-S1000 is a fast and maneuverable streetfighter with an engine and chassis specially adapted for urban conditions of the super-sporty GSX-R1000 model.

Editorial
The new motorcycle not only inherited high handling and sporty characteristics from the previous version, but also an aggressive and progressive design. The model also receives a more powerful engine, paired with the newly developed electronic control system SIRS (Suzuki Intelligent Ride System), which allows drivers to enjoy ease of control and a sporty ride.

The radical appearance of the all-new GSX-S1000 is driven by vertically stacked monofocal LED headlights, a first for a production model in the Suzuki line-up. The attractive, muscular appearance of the fuel tank, emphasized by the sharp and sharp lines of the linings, expresses the aggressiveness, agility and at the same time intelligent character of the model. The 999cc liquid-cooled inline-four engine, equipped with electronic throttle control and redesigned intake and exhaust mechanisms, delivers increased maximum power to meet Euro5 (European-specification) emissions standards mandatory for all new motorcycles sold in Europe from 2022 .

The SIRS (Suzuki Intelligent Ride System) electronic control system includes features such as Suzuki Drive Mode Selector (SDMS) with a choice of three modes for different engine characteristics, an updated Traction Control System (STCS) with a wider choice of settings from 5 modes , as well as a Bi-Directional Quick Shift System that allows you to shift up or down without using the clutch lever. These options help riders optimize motorcycle performance based on confidence levels, riding experience and varying road conditions. The all-new GSX-S1000 is designed specifically for urban commuting and is suitable for both aggressive sport riding and everyday use.

Key Features of GSX - S 1000 (European Specification)

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1 comment

1. Eugene:

   04/28/2021 at 16:40

   This turned out to be a good all-rounder, which now has few alternatives. Many smart models are no longer produced, which is a pity. I’m glad that Suzuki has the ability to properly update its fan-made motorcycles.

   Read also:  Review and technical characteristics of stels skif 50

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Characteristics of Suzuki GSX-S1000GT

There is nothing surprising in the fact that the main components of the new product are common to the latest version of the GSX-S1000S, which, in turn, inherited most of them from the previous generation. The chassis and engine are completely taken from a naked bike: 150hp at 11,000rpm, 106Nm at 9,250rpm, two-spar alloy frame, 43rd KYB fork with a full range of adjustments, Brembo radial monoblock calipers - in essence, a quite decent set for a 5-year-old superbike prescription The curb weight of 226kg is 9kg less than that of the Kawasaki Ninja 1000SX, and indeed not that much, although it is 12kg heavier than the previous GSX-S1000F.

Features of Suzuki GSX-S1000GT

Components specifically designed for this model include a subframe located under a much longer saddle than on the GSX-S1000 and equipped with additional mounts for optional luggage. The tank is similar to the other models, but then there's a distinctive-looking fairing that features the same angular, chiseled style as the GSX-S1000 naked bike unveiled for 2022. It's perhaps too sophisticated looking to be called beautiful, but it definitely stands out from other motorcycles with unique touches, including unusually small LED headlights mounted right near the tip of the fairing under the eyebrows of the running lights. And although the basis of the Suzuki GSX-S1000GT is not the peak of high technology, it looks technologically advanced and even futuristic enough to interest a modern audience.

Suzuki GSX-S1000GT

Of course, it is equipped with electronic throttle with an accompanying set of driving modes that change the nature of the throttle response and traction characteristics, as well as five-mode traction control and cruise control. Plus, a bi-directional quickshifter, a low-speed assist system that automatically adds gas and prevents the engine from stalling, as well as an easy start system, thanks to which just one short press of the starter button is enough - and it will work until the engine starts.

A TFT screen as a dashboard is the norm these days, and the GSX-S1000GT is no exception. Its display is a hundred steps ahead of the old GSX-S1000F's dashboard, which features a monochrome LCD display that cosplays as an old Casio watch. A new 6.5-inch screen with a nearby USB connector allows you to connect a smartphone and control calls, contacts, music from the motorcycle, as well as use normal navigation with maps. Moreover, it even displays the smartphone's calendar.

TEST DRIVE: Suzuki GSX-R1000 2007 – ABC “Easy as 1-2-3”

“ABC-easy as 1-2-3” is sung by Michael Jackson in the classic hit of his band the Jackson 5. We believe that Suzuki engineers drew their inspiration not from utopian ideas, but from reality. Just like “ABC”, like “1-2-3”, and let’s continue – “4th, 5th and 6th gears” too!

MOTOGONKI.RU, November 27, 2007 — Test drive of Thor Seigen, Photos by Martin Liefeld

Numbers get boring quickly, but try humming the Jackson 5 while switching engine settings with a single button on the dash, and everything will change. In fact, the difference between “A” and “C” is the difference between 185 and 120 hp. 65 extra horsepower is added with just one push of a button, just like turning on the Super Charger in your Thunderbird.

ABC works! But, having tried the ABCA scheme, I realized that this is a completely different story. When you roll your bike out of the garage on a chilly November morning. You’ve already put on your raincoat and thermal underwear, and now you’re thinking about what mode to prefer today so that you don’t experience excruciating pain over the years spent aimlessly... I don’t think there’s any problem with this. I drove a hell of a lot of miles on completely wet pavement in C mode and felt completely comfortable and didn't feel inferior at all.

As you know, Suzuki now makes motorcycles with ride-by-wire technology, which means the engine is fully electronically controlled, and the user is given a choice of riding modes and fuel economy. Suzuki engineers emphasize this to buyers every time they talk about the GSX-R1000.

I liked the “A” and “C” modes, but I haven’t figured out a use for “B” yet. I rode most of the test drive in “A”: acceleration and dynamics of a powerful liter sportbike and all that. The difference is felt from one touch of the button, because between “C” and “A” there is only one click. “C” is for touring or for rain, or if you want to save gas, for example, on long-distance trips. "A" is for everything else. Did I save gas while driving around the neighborhood in "trolling" mode? From a technical point of view, the engine speed was lower, so less gasoline should have been consumed. But in mode “A” I also made a lot of noise at low revs, so I probably saved something here too. So the answer is more likely no than yes.

Mode "A" = full power throughout the entire range. “B” = restrictions at mid-speed, and full “top”. "C" = everything is tight.

This is a pure road test. Ever since I was almost arrested for testing a Yamaha R1 in the summer of 2007, paranoia has not let me go for a long time. I tried to ride either on a track where there were no policemen, or on abandoned country roads (however, for Harley tests this was beyond the eyes!) During the 14 days of test driving this “Jixer”, I regained my confidence and calmness, and also gained experience , how to use K7 safely on your overalls and motorcycle plastic trims.

Mainly, we will be comparing this bike with its ancestor, the K6. And I will tell you that this is correct, because last year I thoroughly studied the K6 and gained respect for it and its features. But more on that later.

Suzuki insist that the K7 is a much better track bike. It is more convenient when you have to keep the gas fully open for a long time, and also, thanks to the softer “middle”, you can open earlier when exiting corners. The arguments are weighty. But the K6's monstrous mid-range pickup was one of the main arguments in favor last year! And then, the GSX-R1000 earned my highest marks as a road bike.

K7 – new bike, 185 hp. and a trimmed “middle”. But it was the middle speeds that were traditionally the main advantage of the GSX-R1000 over the Yamaha R1. We have to admit that the K7 has begun to lose this advantage. Nobody wants to lose horses for a better sound or a new look.

Everything's under control. And that's exactly what I was disappointed with: where was the brutal power that I felt every second of driving the K6? But these were only sensations from the loss of the active “middle” of the tachometer. The K7 quickly picks up speed and at the “top” the engine output is much more impressive. The dynamics are noticeable, especially on the highway.

The response to the throttle is constant without any dips, the “smart” injector is controlled by an electronic throttle, and that’s great! I think that in 2009 Suzuki will come up with something even more incredible.

The suspension and chassis are also noticeably improved, and more importantly, they remain true to the Jixer tradition. The feeling of how the K7 handles road imperfections was particularly impressive. The bike “swallows” gracefully and easily, remaining stable even at a good angle. The brakes are more than powerful and are designed more for the race track, since I couldn’t come up with a road situation in which I could find a limit for their use. At the same time, they are very informative and feel good - a signature feature of Suzuki. Another small benefit of the K7 over the K6 is the added balance in weight distribution due to the use of two exhaust pipes, although I can't say that I ever had problems with balance on the K6 because of this.

Once on the bike, it's obvious that you're piloting a GSX-R1000. It cannot be confused with anything. The driving mode selection buttons on the right side of the steering wheel indicate engine size. But Suzuki may install similar systems on 600 and 750 cc models in the future. The riding position is one of the GSX-R1000's greatest strengths as a road bike. It remains sporty, and at the same time does not require the rider to bend the lower back too much to reach the steering wheel. There is plenty of room to maneuver, so the bike is suitable for people of all sizes. The GSX-R is also extremely easy to drive, although the Euro 3 system does have a negative impact on dry weight. Using my motorcycle boots, I shifted the bike from side to side, and it obeyed with the ease of a breeze.

On the freeway, the K7 GSX-R1000 showed its mettle. Long straight “jixer” devours instantly! I imagined other bikers making their way through the endless rows of cars jammed together in traffic on the M1 from London. On K7 they would do it faster.

The K6 allowed me to relax my brain and roll slowly at low revs, which were enough for everything in the world. But the K7 impressed with something else: stability at high speeds is simply out of this world, it seems that you are rolling slowly, but the speedometer is already 160 km/h!

My first impressions of the bike's behavior on the highway are incredible! Every moment of riding becomes special. Any moment riding at 296 km/h is special, but since the Big Sousa achieved Liter King status, these moments are EXTRA special.

Conclusion: No other Suzuki motorcycle is designed from the ground up and turnkey like the GSX-R1000. It's designed for use by and at the request of Superbike championship teams, so nothing goes unnoticed. For the K7 I will say: I don’t think it will find many followers among those who read test drives and make decisions based on the last paragraph entitled “Conclusions.” This is one of those bikes that you just know you want, even if you know it's not good enough for you for certain reasons.

Personally, I don't think it's worth buying just because it's cooler than the K6. I'd choose the K6 and get my share of the adrenaline and puppy-like excitement of piloting a crazy plastic rocket. But if you're only looking for the latest technology, like ride-by-wire, think of the Jackson 5 and hum "ABC" to yourself...and 1-2-3 buy a K7. My only gripe was the lack of mid-range power, but that's only compared to the K6. And that doesn't mean the K7 is weaker overall. It's damn powerful!

Pros: + Peak power saves those fractions of a second that are so important at certain moments in life + SUPER stability and handling + Brakes are great

Cons: - Lack of mid-range power (compared to GSX-R K6)

Tor Sagen, especially for MOTOGONKI.RU

Accessories and options Suzuki GSX-S1000GT

A number of options and accessories are available for the new product, including carbon fenders and engine covers, a touring windshield 70mm higher than standard, and, of course, a set of luggage containers with a total volume of 36 liters. The panniers are color-coded, meaning they are available in the same three colors as the bike: Triton blue (as on Suzuki's GP motorcycles), dark metallic blue and black. Each case holds a full face helmet.

While the traditional sport tourer market may not be as big as a touring bike, there's no doubt that it's a great combination of performance and practicality. And given the reasonable price, it has every chance of success.