Will GSX-S1000GT Surpass the Long-Sought Ninja? The “GSX-S1000GT” Launches in Japan, Showcasing Suzuki’s Unmistakable Engineering Team [Developer Interview]

●Written by: Hiroaki Numao ●Photographs by: Suzuki Motorcycle

Suzuki's GSX-S1000F sports tourer has taken on a new name, the GSX-S1000GT, and has been on sale in Japan since February. Here we would like to explain the details of the new model based on interviews with the developers.

The new model has greatly enhanced its tourer performance, giving it exclusive equipment such as cruise control, and it also gains the company's first smartphone linkage function. Furthermore, this model is also compared to the rival Ninja 1000SX!

2022 Suzuki's only brand new product matures travel aptitude.

The GSX-S1000GT, Suzuki's first model to assume the "GT" (Grand Tourer) designation, finally went on sale in Japan on February 17. This model was previously announced overseas, and was also the only brand-new Suzuki motorcycle for the 2022 model year.

Priced at approx. 12,464 USD, it is about 703 USD  less than the new Honda NT1100  released in March and around 664 USD more than its biggest rival, the Kawasaki Ninja 1000SX.

The body color is three colors. In addition to black, two colors of Suzuki's symbolic blue are also available, which is innovative. This is the dark blue Reflective Blue Metallic.

Members of the GSX-S1000GT development team. On the left side of the motorcycle is Chief Engineer Nobuhiro Yasui. We also spoke with other design, engine, chassis, electrical, and quality personnel, as well as development riders.

The GSX-S1000F, the conventional version, debuted in 2015 along with the naked GSX-S1000. This series is based on the liquid-cooled straight-four engine of the highly acclaimed 2005-2008 GSX-R1000 (K5-K8) supersport models, and has been given an up-handle and other road-oriented features.

The GSX-S1000 was remodeled for the 2021 model year ahead of its predecessor, mainly updating its electric brain, intake and exhaust systems, and exterior appearance. The GT is a full-cowl tourer with the same basic structure as the current GSX-S1000, including a heart that produces 150ps, 2ps more than the previous model and meets 2020 emission regulations, and a highly rigid aluminum twin-spar frame.

The previous GSX-S1000F had a distinctly supersport character and was not designed with an emphasis on loadability or tandem comfort, but the new GT has a new character. While still agile, it is now equipped and equipped for long touring trips, making it a grand tourer worthy of its new name.

The engine, which is a GSX-S model, features an optimized air intake box and cam profile. An assist system that reduces clutch lever operation force by 20% from the previous model is also employed.

S.I.R.S. (Suzuki Intelligent Ride System). It has 7 electric devices including an electric throttle, 5-step + OFF traction control, and 3 different driving modes.

New trend design and aerodynamic characteristics

You may be thinking, "Isn't this just a naked GSX-S with a cowl?" But this is not true. The GSX-S is equipped with a number of exclusive features, and Suzuki's careful construction has aimed to create a ride quality that makes it seem like something else.

The first thing that shines through is the style that combines design and aerodynamic performance. The design concept is "A GT Tour de Force. The in-house designers responsible for the current GSX-S1000 and the V-Strom 250 are the ones who created this new trend for Suzuki.

The face, in particular, is cool and uncharacteristic of Suzuki's previous models, with atypical hexagonal projector LEDs on both sides, reminiscent of the GSX-S1000's pedigree. This, combined with the V-shaped position and a nose reminiscent of the tip of a fighter jet cutting through the air, creates a striking image.

Cowl with intricate layered design. The screen is non-adjustable, but a 70mm higher high screen (around 206 USD) is available as an option.

Thorough attention was paid to aerodynamics. Instead of covering the entire body with a single shell, the cowl is subdivided into various wind protection elements, and excess parts are trimmed away to achieve both design and aerodynamics.

First, the screen is folded inward at the left and right edges to reduce wind blowing against the head and shoulders. Wings on the side of the cowl deflect wind from the knees, and mirrors are shaped to soften the wind on the hands. In addition, a new rectification plate has been added under the under-bracket to prevent wind entrapment and improve handling stability.

All of these are the product of steady development through repeated analysis, wind tunnel testing, and actual driving.

The monofocus LED headlights, which were two-tiered vertically on the GSX-S, are now positioned on the left and right. The left eye lights up in low beam and both eyes light up in high beam.

After repeated verification, the driving wind and rain, especially hitting the upper body, were thoroughly reduced.

Rectification plate under the steering stem to prevent wind from rolling into the gauges and to improve handling stability.

Combines the sharpness and tourer-like stability through persistent testing.

In addition, thorough attention was paid to comfort during long tours. The riding position is more comfortable than on the GSX-S, and the thicker seat and rubberized step reduce vibration, and, like the GSX-S, the floating-mount handlebars help reduce fatigue.

The grip position is 14mm earlier than the GSX-S, which raises the upper body slightly. This position was decided based on the opinions of people of various builds.

Tandem rider comfort has also been thoroughly pursued. In addition to large pillion grips, a newly designed seat rail lowers the position of the pillion seat, and a highly comfortable pillion seat is adopted.

Newly developed seat rail. A stay that allows the factory optional side case (sold separately) to be installed has also been added. The main aluminum diamond frame is the same as the GSX-S.

The suspension was also built through painstaking testing to enhance the vehicle's suitability for tourer use. The front and rear KYB suspension is shared with the GSX-S, but the settings are exclusive to the GT. The tires are specially designed Dunlop Road Sport 2 tires with an optimized internal structure.

As a result, the overall stability and absorbency are improved over the naked GSX-S. It is said to provide a comfortable ride at low speeds, as well as the suppleness and stability of a tourer in all situations.

At first, it seemed like an impossible task, but at the Suzuki Ryuyo test course, we were able to maintain straight-line stability without breaking down even at full throttle, and at high cornering speeds, we were able to maintain sport performance with minimal dizzying and the ability to trace the desired line. The development test rider is proud of the results, saying, "I want riders who think that the suspension is just the same as that of the GSX-S to experience this."

43mm diameter inverted fork with fully adjustable inner tube, 310mm double discs and Brembo radial mount monoblock calipers.

The rear is a link-type monoshock. In addition to the initial damping, the rebound damping can be adjusted. The swingarm is the same as the conventional GSX-R1000.

Cruise control, which is not available on the GSX-S, is also very useful for touring, and can be used from second gear at speeds of 30 km or more, with easy deactivation and resume functions. The acceleration and deceleration feel when using cruise control has also been carefully tested to achieve a gentle and easy chassis behavior. This is also designed to minimize fatigue and to accommodate pillion riders.

Suzuki's first smartphone connection and a parade of other practical equipment

A full range of practical equipment is also available only on the GT. Of particular note is Suzuki's first Bluetooth smartphone connectivity. The newly adopted full-color TFT LCD meter displays maps, music lists, contacts, and calendars, and a Bluetooth intercom can be connected to make and answer phone calls.

The app "SUZUKI mySPIN" can be used to display maps and other information on the meter. The standard app does not have functions such as rerouting, but third-party apps can be installed and used.

The meters are in full color, compared to the monochrome meters on the GSX-S. A USB type A socket is newly installed on the left side of the meter. An ETC2.0 on-board unit is also standard equipment.

In addition, GT adds a USB socket and an ETC2.0 on-board unit. The side cases, a must-have item for tourers, have been exclusively designed. It has a flat shape to make it easier for tandem riders to get on and off, and aerodynamic characteristics have also been taken into consideration. The case is plastic and costs approx. 773 USD. Installation requires side case brackets (approx. 103 USD), lock set (approx. 42 USD), and garnish (34 USD).

Despite its compact appearance, the case (sold separately) can hold an XXL-size full-face. Aerodynamics and design were developed at the same time as the chassis to match the GT. Available in the same three colors as the chassis

Summary of equipment. Priced at around 12,464 USD for the GT and around 11,175 USD for the GSX-S, a difference of 1289 USD, making the GT more luxurious.

The GSX-S1000GT shares the same basic design as its siblings but differentiates itself with exclusive equipment and careful construction.

Nemesis Ninja 1000SX is cosmetically superior; GT wins on bare bones athletic performance?

Finally, let us compare it with its rivals. The Kawasaki Ninja 1000SX is the most popular model in the sports tourer genre, and has been the face of the genre since its debut in 2021, ranking 8th in the large class sales ranking for 2021 (according to Nirin Motorcycle News). The motorcycle is similar to the GT in that it has a 1000cc class parallel four-cylinder engine, an upswept handlebar, and a sport-like ride. When the conventional GSX-S1000F debuted, it was often compared to the Ninja.

The current Ninja 1000SX is the fourth generation, introduced in 2020, and is a Kawasaki Care model that includes the cost of six inspections and three oil changes. The price is around 11863 USD.

The Ninja is slightly more compact and has more maximum torque than the GT, with the same fuel tank capacity and tire size.

GT's maximum output is 150ps, 9ps higher than Ninja's, and its maximum torque is 0.5kg-m higher. The GT weighs 226 kg, 10 kg lighter than the Ninja, so it is likely that the GT will outperform the Ninja in terms of basic dynamic performance.

The Ninja, on the other hand, has a higher grade of an electric motor: it is equipped with a 6-axis IMU (inertial sensor), which the GT does not have, and a cornering assist function that controls output and braking during banking. 4 different driving modes and 3 patterns of traction control are also precisely controlled based on IMU information.

Both models are equipped with color LCD gauges with smartphone connectivity, a two-way shifter, and crucon. However, the Ninja's smartphone connectivity is simple and does not have the ability to project navigation and other functions on the gauges.
As far as equipment goes, the screen has adjustability, which is a beauty of the Ninja. In addition, the factory side cases can be easily installed, and the cost for installation is comparable.

The Ninja is 664 USD cheaper than the GT, and looks to be more cost-effective. However, the GT is recommended for those who value basic performance such as multifunctional meters, light weight, and high power, which cannot be obtained overnight. We look forward to the day when we can actually drive and compare the two.

Original Source [ Best Car Web ]

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