2016 Suzuki Gsx

As I sat in the press presentation on the all-new năm nhâm thìn Suzuki GSX-S1000 before our first ride, a pit began to khung in my stomach.

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I spent the entirety of my last Suzuki đánh giá bemoaning where Suzuki went wrong with the GSX-S750, a fact that even the ride"s photographer brought up when he saw me that morning. The thing is, I"m a big fan of the brand. I adore the V-Strom 1000 và would own a GSX-R750 before most other thể thao bikes. Both of those facts probably had a great effect on my being disappointed with their first naked bike. All of this also phối the bar pretty high for this GSX-S1000.

The 2016 Suzuki GSX-S1000. Suzuki photo.

As we mounted the GSX-S1000s that morning, I knew the next mile would perhaps be the most important of the entire ride. Either Suzuki built something worthy of the GSX-R livery it was painted in, or I was going lớn have khổng lồ write once again about how a brand I was rooting for had missed the mark.

Just 5,280 feet later, neither Monterey coastal traffic nor the sprinkler pointed into the road that hosed me down that gloomy morning could keep a grin off my face. This was going lớn be a great day.

The bike

The full-sized, thể thao naked/roadster segment has become a popular one in the past few years và Suzuki claimed to lớn study the competition well before entering it. Suzuki holds the reputation of the GSX moniker in high esteem, with the GSXRR MotoGP bike, the GSX-R line of supersports, và the Hayabusa, which carries the GSX badge. The GSX-S line had to lớn live up to lớn that reputation.

Before setting pen lớn paper, the GSX-S thiết kế team used a global market study lớn try lớn determine just what aspects were important lớn riders in this segment. They found that things like light weight và good handling were rated far higher than things lượt thích top speed or max power. While it was funny to lớn watch the press team squirm as they said that đứng top speed & max power nguồn weren"t important, I actually couldn"t agree with their findings more. The real question now was, were they trying to lớn defend a slow bike, or had they really just stopped trying khổng lồ win on paper?

The năm 2016 Suzuki GSX-S1000. Photo by Enrico Pavia.

On paper, the 998 cc inline-four, liquid-cooled engine makes 145 horsepower at 10,000 rpm và 78.2 foot-pounds of torque at 9,500 rpm. Suzuki used what"s often viewed as the best & most streetable motor from their supersport heritage, and retuned the K5 motor from the 2005 GSX-R1000 for this new roadster. Those of you who spent any time on that machine can start salivating, while the rest of you just need khổng lồ know that"s a really good thing. The K5 motor had a longer stroke, with a bore và stroke of 73.4 mm x 59.0 mm, which lead lớn better acceleration & throttle response. Bore & stroke remain the same for the naked, while the naked gets lighter pistons, new camshafts designed for better valve timing, iridium spark plugs, & the cylinders are leaned forward 23 degrees. The compression ratio is slightly less than the K5 GSX-R, at 12.2:1 instead of 12.5:1.

Both the gearbox & back-torque-limiting clutch are borrowed from the current GSX-R1000. The transmission is a close-ratio, six-speed unit. The airbox and exhaust system are all new và place the catalytic converter at the header collector box, making it easier to lớn swap the exhaust.

The năm nhâm thìn Suzuki GSX-S1000. Photo by Enrico Pavia.

Like the V-Strom 1000, the GSX-S1000 comes with Suzuki"s Traction Control system. The system features four modes, which Suzuki says are optimized for sport, street, & low-traction situations, plus off. In our relatively short first ride, we didn"t have the chance to kiểm tra these settings thoroughly on the GSX-S, but I spent a pretty slippery day on the Strom in the L.A. River và can attest the system worked well there.

The K5 motor is wrapped in an aluminum twin-spar frame which is actually lighter than that of the GSX-R1000, though they mô tả the same arched swingarm.

Suspension is handled by a 43 mm KYB inverted fork up front, which allows for 4.7 inches of travel. It"s adjustable for spring preload, compression damping, and rebound damping. The rear gets a KYB, single link-style shock, which provides 5.1 inches of travel và is adjustable for spring preload và rebound damping.

Stopping power is delivered by Brembo four-piston, monobloc calipers, which bite a pair of 310 milimet floating rotors up front and a single 220 mm rotor at the rear with a single Nissin caliper.

The năm nhâm thìn Suzuki GSX-S1000F. Photo by Enrico Pavia.

One feature completely new lớn motorcycling, though one we"ve had in cars for a while, is Suzuki"s new Easy Start System, which simply requires the rider to lớn press the starter for an instant, leaving the motorcycle to lớn turn the starter motor until the xe đạp starts. Once running, the 32-bit ECM controlled system automatically determines the best idle speed.

The Suzuki GSX-S1000 has a wet weight of 459 pounds for the non-ABS model, but you can địa chỉ cửa hàng another four pounds if you want the ABS, and another 11 on vị trí cao nhất of that if you want the faired GSX-S1000F. The base version will be available in Metallic Triton Blue và Matte Fiber Gray and carry an MSRP of $9,999. The ABS and faired model (which also comes with ABS standard) are available in the Triton xanh as well as Sparkle Black and Pearl Red Mira & will go on sale for $10,499 & $10,999 respectively.

Testing the GSX-S1000 and GSX-S1000F

To demo Suzuki"s new nakeds, we went lớn Monterey, Calif., for a ride in some of northern California"s twisty bits. For the first half of the day, we rode the naked ABS model, và then we switched to the faired F mã sản phẩm after lunch.

As much as we lượt thích to brag about our roads in So Cal, northern California is trang chủ to some of the most beautiful roads I"ve ever seen. Not only are they lined with gorgeous forests và redwoods, but they were clearly designed by riders, as they"re littered with banked turns & perfect asphalt.

The năm nhâm thìn Suzuki GSX-S1000. Photo by Enrico Pavia.

We started the morning making our way north on the Pacific Coast Highway, with Highway 9 in our sights. Within the first 100 feet, I began khổng lồ ponder how the same company could have produced the GSX-S1000 và GSX-S750. The 750 feels the way many big nakeds did when they first began hitting the scene — lượt thích detuned thể thao bikes fitted with lower-spec components. After Suzuki made such a big giảm giá about re-tuning the GSX-R K5 motor, I was sure this naked would be more of the same. Instead, the GSX-S feels the way I assumed sport nakeds would feel the very first time I sat on one: like a sportbike with lower gearing and higher bars.

In all honesty, there is no better way khổng lồ describe riding the GSX-S1000. It just feels lượt thích riding a sportbike that someone made comfortable và with lower gearing. The power feels lượt thích a sport bike with more low end, the brakes & suspension feel like a thể thao bike — it even sounds lượt thích a thể thao bike. The only other bike that matches this sensation is the Aprilia Tuono, which is an absolutely mental machine (although its seat and range would make a ride like this day"s nearly impossible).

The riding position feels natural & quite comfortable, with a moderate peg position that didn"t have my knees cramping or my mind worrying too much about scraping in corners. The reach to the bars fit riders from five feet, eight inches, lớn six feet, two inches. I was struck by how narrow the handlebar felt. Often, wide bars come as a sign of other handling issues that require the ability lớn apply more leverage, but in the case of the GSX-S1000 I found almost the opposite to be true. The GSX-S handles sharper than its sport bike brother, và I found myself actually wishing it had a little more trail, so the handling would not be as unusually quick.

The năm nhâm thìn Suzuki GSX-S1000F. Photo by Enrico Pavia.

The GSX-S is also incredibly stable at speed. Lots of sport-naked motorcycles suffer from front ends that feel light under acceleration, but the GSX-S gave me no headshake or wiggle accelerating hard out of corners or cresting rises at higher speeds.

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After a quick lunch at Alice"s Restaurant (worth the trip if you"re ever within a few hundred miles, both for the food & the surrounding roads, which are fantastic), we swapped for a ride on the faired GSX-S1000F. The two bikes are nearly identical except for the addition of some fairing bits, a windscreen, and what we were told was a negligible amount of extra oil in the fork to trương mục for the additional weight. As one might expect, the GSX-S1000F felt just lượt thích the naked while feeling a little more like a sport-tourer. Suzuki didn"t mention plans to include saddle bags in their Suzuki accessories, but a pair of aftermarket ones would put this near the vị trí cao nhất of my sport-touring danh sách in no time.

GSX-S1000 highlights

The 2016 Suzuki GSX-S1000. Photo by Enrico Pavia.

The biggest highlight of the GSX-S1000 is that Suzuki did everything I"d hoped they"d vì with the GSX-S750. It"s lighter than the 750. It has better brakes & suspension than the 750. Most importantly, it has a motor that"s more lượt thích its sport bike siblings than the 750.

The 4.5-gallon tank didn"t feel huge or bulky between my legs và made moving around the bike easy. While the aesthetics definitely require a certain sort of taste lớn enjoy, Suzuki didn"t leave any sections of the xe đạp undesigned và the fit và finish is high quality throughout.

The power, though not best in class, is simply glorious và is perfect for the street. It kicks in strong right around 2,000 rpm, but then turns it up a notch when it hits 6,000 rpm, pulling hard through 10,000 rpm.

The GSX-S"s well thought-out instrument panel gives all of the information you could want in a customizable & easy-to-read package. Suzuki photo.

The GSX-S1000 blends, perhaps better than any xe đạp available on the market, a true sport bike experience without the sore back or wrists normally accompanied by a day destroying knee pucks in the fun stuff. The GSX-S1000 blows its obvious rivals out of the water and, if Suzuki were khổng lồ give the same treatment to the 750, they"d have something really special.

GSX-S1000 lowlights

While the GSX-S surpassed most of my expectations, and even some of my hopes, that isn"t to lớn say it"s without fault. The transition between on & off throttle ranged from off-putting during our sections in traffic to lớn confidence-jarring in the tight stuff. Once fueling was engaged, power was incredibly linear, but that initial jolt kept forcing its way khổng lồ the forefront of my attention. This is the case with a lot of powerful bikes these days, and is most likely due mainly lớn emissions regulations. If I were buying the GSX-S, a reflash of the ECU would be high on my tăng cấp list.

The năm nhâm thìn Suzuki GSX-S1000F. Photo by Enrico Pavia.

Earlier, I mentioned the narrow bars và also noted that the bike"s handling bordered on too quick. So this next one is going to lớn sound a little bizarre. I found my arms cramped and awkward when sport riding, given how narrow the bars are, but I"m hesitant to lớn say I would just địa chỉ wider bars because I wouldn"t want to showroom more leverage khổng lồ the already sharp handling. So, I guess I"d probably try wider bars và a steering stabilizer, if one of these GSX-S1000s found its way into my garage.

The close-ratio gearbox is also a little too close-ratio in my opinion. Cruising at 85 mph put me at 6,250 rpm in fifth gear và 6,000 rpm in sixth, which left me searching for another gear. With such an impressive low end, I"d drop a tooth or two on the rear sprocket lớn help improve freeway cruising.

While I liked the look và feel of the fuel tank, the range-until-empty gauge said 155 miles when the tank was full. If accurate, that could be a problem for those who want to use the GSX-S1000F as a sport-tourer.

Finally, there is the seat. While it has ample padding (far more than the KTM or Aprilia competition), its shape created an incredibly hot pressure spot right behind my manly bits. I didn"t notice it quite as strongly on our route to lớn lunch, because the twisty roads kept me moving around on the seat. After lunch, on the F, I kết thúc up taking a long stretch of freeway back khổng lồ the khách sạn and by the kết thúc of the 120-mile trek, I was pretty miserable.

The competition: GSX-S1000

The GSX-S"s main competition comes from the Kawasaki Z1000 & Honda CB1000R. The Kawasaki uses a 1,043 cc inline-four that makes similar power, but weighs more (480 pounds) & handles lượt thích it weighs far more. It also costs quite a bit more at $11,999. The Honda is also heavier, coming in at 480 pounds wet, và makes a little over đôi mươi horsepower less at 123. The Honda is also more expensive, with an MSRP of $11,760.

The năm 2016 Suzuki GSX-S1000. Photo by Enrico Pavia.

If you want khổng lồ look a little farther, the Yamaha FZ-09 is an option at $8,190. The Suzuki makes a good khuyến mãi more power, but the 414-pound wet weight of the Yamaha means they actually feel quite similar. As we"ve discussed at length, the FZ-09 is going khổng lồ need a host of upgrades if you"re looking for a sporty ride, however, which will bring its price more in line with the GSX-S1000. At that point, it"s basically a choice of taste và which style bike or motor gets your heart going.

On the more expensive side, there is also the Ducati quái dị 821 which costs more at $11,495, makes less power with only 112 horsepower, and will likely cost more to lớn service. That said, it also has incredible fueling that feeds a simply glorious twin motor I fell in love with. Practical buyers will opt for the Suzuki, but I have to lớn admit the choice would be really difficult for me. The trùm cuối 1200 is always an option, as well, but its 135 horsepower & 87 foot-pounds of torque will run you $13,695 — though that also buys you beautiful suspension and that gorgeous TFT, full-color screen.

The 2016 Suzuki GSX-S1000F. Photo by Enrico Pavia.

Let"s not forget the Triumph tốc độ Triple. For $12,799, you get a xe đạp that weighs the same, makes a little less power nguồn (but it"s also made a little lower in the rev range), & a look that is... More polarizing.

The competition: GSX-S1000F

The only direct competitor for the fairinged GSX-S1000F is the Kawasaki nin-ja 1000. It uses the same 1,043 cc inline-four as the Z1000, but adds another 30 pounds for a wet weight of 509.

If you want to lớn look farther than the Ninja, there are other options, lượt thích the 800 cc Honda Interceptor ($12,499), the longer-toothed Yamaha FZ1 ($10,790), và the $14,950 BMW R1200RS.

The conclusion

The 2016 Suzuki GSX-S1000F. Photo by Enrico Pavia.In my conclusion of the GSX-S750, I wrote that the xe đạp was just nothing to be excited about và that Suzuki didn"t deliver the xe đạp I knew they were capable of creating. The GSX-S1000 is something lớn be very excited about, và that"s before considering the price. Suzuki was actually worried that the price was too low, và would send the message that the xe đạp was a "parts bin special," which is something I can tell you is not so, after having spent some time with the bike và its designers.

The GSX-S1000 is not a perfect motorcycle, but it"s the best I can think of at delivering the experience of riding a thể thao bike without the track-biased ergonomic drawbacks that usually entails. I think Suzuki nailed it with this bike, and the only negative now is that I need lớn come up with a good reason khổng lồ get them to loan me one for longer.

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