Suzuki->ke371 launched a legacy when it introduced the world to the GSX-R->ke2088750 back in 1985, and the factory has added to that family tree with the release of the new-in-2016 GSX-S1000, and built upon it once again in 2017 with the GSX-S1000, the ABS-equipped version of same, and the S1000F. Consider this bike the street-wise cousin to the more race-centric GSX-R range.

The GSX-S1000 does more than bear a passing familial resemblance however, it actually shares parts and technology with its MotoGP->ke2192 relative, including the 999 cc engine used in the GSX-R1000. Set up for street domination, this bike proves that the GSX->ke2373 legacy is alive and well.

Continue reading for the my review of the Suzuki GSX-S1000, GSX-S1000 ABS, and GSX-S1000F.

Design

(GSX-S1000 ABS)

The factory took a rather minimalist approach with the sheet metal on the base S1000 – plastic or whatever – and that keeps the bike looking lean and aggressive, which is appropriate for its mission as a street fighter->ke3429. Leaving no opportunities to waste, Suzuki designed the leading edges of the front fairing to act as scoops to force air through the radiator. The overall design stays close to its superbike->ke1888 roots with the all-up-front visual balance and a spartan rear end that leaves us with an unimpeded view of the inverted front forks and rear running gear.

In a move to make the family somewhat more ->ke2669-worthy, Suzuki introduced the “F” model that carries a rather full front fairing (as far as sportbikes go, anyway) and clear windscreen that offers rider and passenger a modicum of protection.

A nice, deeply scalloped seat cradles the rider and keeps him contained, but the tapered pillion pad (can't really call it a seat) may leave the passenger at the mercy of the throttle. Given the nature of the potential throttle response that this bike has, this is not just an academic concern, so y'all better hang on, kids.

The small headlight housing on the non-faired versions and even smaller LED taillight and turn signals keep the lines clean as the designers so painstakingly sculpted it, while the “F” model carries its headlight tucked away within the pointed entry of the fairing. That detail that makes the bike look just a trifle aggressive, even angry, when viewed from the front, a feature which is sure to endear it to fans of the genre.

The rider triangle is decidedly more relaxed than its racing brother, the GSX-R. Seat and footpeg position remain typical of the jockey position, but the handlebars are considerably higher and closer to the rider's body. Not only does this allow for a relaxed, upright riding position, but it leaves room to lean forward when you feel the need to tuck in a bit, so you wind up with the best of both worlds.

Chassis

A twin-spar aluminum frame serves as the lightweight bones for this family. Suzuki's choice for front suspension is the 43 mm inverted front fork from KYB, and it has fully adjustable preload settings for the damping and rebound strength. A single Showa rear shock shares these adjustments and adds ride height to the list. Given the 32-inch seat height, this may be important to many prospective buyers.

Cast aluminum wheels, an aluminum swingarm and lightweight, mono-block Brembo front brakes with ABS help keep the unsprung weight down to improve suspension sensitivity and contact-patch integrity. The ABS reads your wheel positions 50 times a second and modulates the braking pressure to ensure that you can brake with confidence, even in poor riding conditions. With dual 310 mm brake discs up front, a single one in back, and opposed-piston calipers with four 32 mm bores up front, you can be sure that you have enough stopping power to control this 450-plus pound beast.

Drivetrain

(GSX-S1000F)

Suzuki used the race-inspired 999 cc, four-stroke, liquid-cooled engine as the mill on this ride. The factory took the GSX-R1000 engine and tuned it for the streets with a 44 mm throttle body and new, street-wise cam profiles. Internal engine components also receive race upgrades in the form of the Finite Element Material (FEM) engineering in the pistons, and the Suzuki Composite Electrochemical Material (SCEM). These improvements reduce reciprocating weight with an improvement in heat transfer and reduced friction.

Riders can sometimes be a bit intimidated by an engine like this, but the engineers conjured up for us an Advanced Traction System that monitors the drivetrain and intervenes as necessary to maintain control and prevent wheel slip, sort of like ABS, except it's for going instead of stopping. This system has three preset levels of sensitivity and intervention for various rider skill level/riding conditions, and it can be turned off in its entirety for unfettered control of the machine. The Suzuki Dual Throttle Valve uses a secondary butterfly within the throttle body to smooth out the transition between current engine speeds and demand at the right grip, and the Idle Speed Control provides reliable starts and smooth idling, even in cold weather.

Price

The 2017 GSX-S1000 base model rolls for a cool $9,999, while the ABS model fetches another $500. If you fancy the protection of the fairing and windshield, you will have to skin that checkbook for another five bills to cover the $10,999 tag on the “F” model, but ABS is included.

Competitor

For my head-to-head I wanted to keep it as “apples-to-apples” as possible, so I looked to one of Suzuki's domestic foes and found a worthy competitor in the form of the FZ1->ke2107 from Yamaha->ke301. The Tuning Fork Company's front end is kind of in-between the base GSX-S and the “F” model with a somewhat fullish front fairing and abbreviated windshield that falls a tad short of the protection offered by the Suzuki.

Suspension is a wash with fully adjustable forks and shocks across the board. Brake hardware is somewhat comparable, though the FZ1 lacks the brand power of the Brembo calipers on the GSX-S, and Yamaha fails to offer any sort of ABS protection at all.

The 998 cc FZ1 mill surrenders a single cube to the GSX-S, and the Yamaha seems to back off the alphabet soup of engine management systems with only a sub-throttle valve feature that resembles the SDTV, and nothing more. To be frank, Suzuki really hoses Yamaha in this respect, at least in this instance.

Pricing is comparable, and the $9,999 sticker on the base GSX-S and $10,999 tag on the “F” brackets the FZ1 with its $10,790 MSRP. In the end, Suzuki comes off looking far more professional and competitive for the money.

He Said

“The GSX family has a special place in my heart. A GSX-R 1100 was my first exposure to race->ke2345 bikes, and I managed to impress myself a little too well at 140 mph! I am far too aware of my own mortality to tempt fate on a machine like this now; but somewhere deep inside, my younger self is drooling at the possibilities.”

She Said

My wife and fellow writer, Allyn Hinton says, "I have mixed feelings about the GSX-S1000 and its full-fairing brother, the GSX-S1000F, both fashioned on the GSX-R,->ke2088 which is a big part of Suzuki's heritage. I'd be afraid to ride pillion on that almost-a-seat. I don't think that's really meant for a passenger, and I'm not a fan of the motocross-style->ke2962 handlebars. However, I do like the more upright riding position that makes it less like a sport bike. I never did like that sport-bike posture. With the GSX-S1000 you get sport-bike power with comfortable seating."

Specifications