Suzuki GSX-S1000GT (2022 - ) review

There’s no argument the concept of putting a fairing on a GSX-S1000 does an honest job of turning it into a sports tourer with this GSX-S1000GT. It is, after all, an update of the old GSX-S1000F, which in turn followed Kawasaki’s pioneering and best-selling, Z1000 SX. Saying that there’s also little original about the GT, its Kawasaki rival looks classy and cultured by comparison and, although the Suzuki has everything it needs to succeed as a sports-tourer, some aspects of its design like one-piece tubular handlebars instead of two-piece clip-ons appear a little crude and basic. Even the colour options – plain blue, dark blue or black – are underwhelming.

There have been plenty of glowing reviews of the GT’s riding position, but your long-backed, 6’ 3” tester found the legroom slightly cramped while its fixed screen is too low and virtually ineffective, which feels a dropped ball when its main Kawasaki rival has a two-way adjuster. In a way that’s no surprise, given the GT is effectively an aggressive, sporty GSX-S1000S super nakedwith a full fairing added on with no changes to its handlebars or footpegs that we could identify. Or, to put it another way, it’s pretty much the (old) GSX-R1000 superbike, but with higher, flatter bars. If that sort of sporty aggression is what you want from a sports-tourer you won’t be disappointed, but we found it notably less comfortable than we’d like.

Back in the 1990s high quality sports-tourers such as Honda’s universally-admired VFR750 were the ultimate do-it-all bikes for their blend of all-day touring comfort with enough sporting ability to entertain. They were then usurped by adventure bikes such as BMW’s R1200GS, which added even more versatility thanks to their off-road ability and extra equipment at the cost of some sporting finesse. In recent years, however, ‘sports-tourers’ have been making a comeback, led by Kawasaki’s best-selling Z1000SX. The GT has the same appeal. The GSX-R-derived engine and chassis gives near-superbike sports ability while a more upright riding position adds comfort and hard luggage (standard on the ‘+’ variant) bring touring promise. Although a big, heavy bike it’s OK around town and there’s enough equipment for most, especially considering the affordable price. So, yes, the GT does most things sufficiently for most people, even if it’s not the master of any.

This is the GT’s ace card. Like the naked ‘S’ and previous GSX-S1000F, it’s powered by a derivative of the ‘old’ GSX-R1000K5 superbike engine. That motor’s long-stroke, 150 horsepower output may be obsolete in superbike terms, but it’s brilliant for a sports-tourer. Not only is it rock-solid reliable and proven, its 150 horses actually beat its Kawasaki rival. It’s also super-smooth with the added sheen of Suzuki’s typically super-slick gearchange, while that long-stroke configuration gives it meaty and addictive mid-range most rivals can’t match. In fact, it’s so grunty that, in most situations you can just stick the Suzuki in sixth gear and forget about needing to change cogs. It’s not all ‘old’, of course. Revamped for the 2021 GSX-S1000S, it’s smoother than ever, there’s a standard quickshifter/auto-blipper, Suzuki’s ‘easi-start’ system, switchable riding modes, traction control and more. The GT’s brakes are also better than you might expect from a budget bike. Big, four-piston radial Brembo calipers give more than enough power and control and are ably-assisted by ABS.

Another area where the GT delivers more than you might expect. Yes, the GSX-S is a slightly budget, ‘old-school’ style sports tourer based on an ancient GSX-R superbike engine, but Suzuki certainly hasn’t scrimped on its chassis and suspension. The aluminium twin spar frame is identical to that of its GSX-S1000S super-naked sibling, albeit with a tweaked subframe to include pannier mounts. The suspension is also good quality, with fully-adjustable KYB inverted forks along with a decent monoshock at the rear featuring preload and rebound damping adjustment. The result is super-secure stability, a sportily firm but acceptably comfortable ride and, although its steering isn’t as super-sharp and nimble as a true sportsbike, the GT is still on the pointy side of ‘sports-touring’ and should be sharp enough, at least on the road, for most.

At the end of the day the GSX-S1000GT is a fairly hefty, four-cylinder, sports-orientated machine, so day-to-day running costs are never going to be exactly cheap. That performance and weight means its hunger for tyres, chains, brake pads and other consumables is unlikely to be much less than that of a full-blown sports bike and it’s not the most frugal on fuel, either, returning around 45mpg during our test. All that said, however, the GT is more budget-orientated than some rivals so it’s cheaper to buy, popularity as 2022’s best-selling sports-tourer should help residual values and servicing for that well proven engine is unlikely to be excessive, either.

The GT is a new model, so it’s difficult to be 100 per cent certain. But it’s also worth repeating here that it’s also based on the GSX-S1000S super naked as introduced in 2021 with no problems since. Both bikes are also derived from the old GSX-R1000K5 superbike, which dates all the way back to 2005 and proved bomb-proof in the interim. Being a fairly budget offering means there’s less to go wrong, too. That said, the electronics and features like the TFT dash are all new kit but ,all things considered, you should have little cause for concern.

As with most large bikes from the major manufacturers, the GSX-S1000GT comes with Suzuki’s standard two-year/unlimited mileage manufacturer-backed warranty for all parts and labour which is also extendable to three years if desired. Servicing-wise, after the initial 600-mile break-in service, checks are due every 7,500 miles with the major valve adjustment service due every 15,000 miles, which is fairly typical for this kind of bike.

Again, yes, the GSX-S1000GT is a fairly ‘budget’ offering, so you shouldn’t expect bells and whistles such as radar-enabled cruise control now found on premium adventure bikes. But it’s also sufficiently equipped to function well as a sports-tourer and, in some respects, has more than you might expect. So, there’s a 6.5-inch TFT dash, full Bluetooth compatibility, quickshifter/auto-blipper, switchable riding modes and traction control, Suzuki’s easi-start system and even cruise control. There isn’t, however, the aforementioned screen adjustability we’d want or heated grips, and luggage is an extra cost option.

If you want a performance all-rounder that’s not an adventure bike the choice has been largely restricted to Kawasaki’s impressively able and great value Z1000SX, now renamed the Ninja 1000SX. Suzuki’s GSX-S1000GT is a major update on the old GSX-S1000F (not least through its looks, electronics and refinement), has a beautifully grunty engine, decent-enough spec for most and impressive chassis, particularly at this price. All enough, in fact, for it to be considered a viable alternative to the Kawasaki. On the slight downside, it’s actually slightly more expensive, in our view less comfortable, classy and well-equipped and its low screen and looks didn’t win us over. Still a good bike, though.