The 149 hp Suzuki has a revised motor and all-new bodywork, but don't get us started on the dash.
Riding the 2022 Suzuki GSX-S1000 naked bike. The 2005 Suzuki GSX-R1000K5 is the all-time king of Suzuki superbikes, and it has been used extensively as the base for the GSX-S range since the latter came into being in 2015. That’s still the case for 2022 as the GSX-S’s 999 cc inline four-cylinder motor can draw its lineage from the K5. In addition, the chassis is a mix of modern touches, like incorporating the current generation GSX-R’s swingarm with the K5-derived main frame.Photo by Kevin Wing.
The motor has been heavily breathed upon, with new intake and exhaust cams, valve springs, cam chain and tensioner, crank-mounting hardware, a new slipper clutch, clutch cover and a new quick shifter for the six-speed gearbox. This gearbox/quick-shifter combination is absolutely one of the best on the market for any bike today. The power plant is wrapped in a compact chassis that’s cloaked in all-new bodywork, one that’s a massive departure from the 2015 model.
Aggressive and sharp, the bodywork contains a triple-stacked LED headlight that dramatically tightens up the front of the motorcycle and is flanked by racing-style aerodynamic winglets that really don’t do much other than look racy. A new seat unit and tank shape change the rider triangle somewhat, putting a touch more weight on the wrist as you load up the KYB suspension and Dunlop Roadsmart 2 tires.
One area we cannot forgive is the dash. This is one of the hardest dashes to read of any I can think of for many years, and nearly impossible to read at a glance when the sun is high. The dash is easy enough to adjust via the left switchblock, but it looks and feels like it’s from the Gameboy era and doesn’t do anything to increase the quality of the machine. The lack of cruise control is also a misstep by Suzuki.
Seemingly a throwback to the Gameboy era, the dash is difficult to read, especially when the sun is high. The ride is saved somewhat by that excellent motor and gearbox/quick-shifter functionality. The changes wrought have given a flatter torque curve that allows you to surf up and down the 4,000 rpm to 8,000 rpm rev range with oodles of go on tap. And the motor has a howling intake noise that’s utterly addictive when you hammer the throttle and start clicking those gears.
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