Carole Nash
Content Writer
Published: 8th March 2017

There’s something refreshingly simple about the Suzuki GSX-S1000F.

 

In a world where the average sports bike packs the sort of technology we once used to send man to the moon, the appeal of Suzuki’s faired roadster is that it mixes just enough modern tech with some old school brute force – at a price that sees it come in at a pound under ten grand.

 

Suzuki GSX-S1000F cornering

 

The powerplant, all 145bhp of it, started life in the 2005 incarnation of the legendary GSX-R1000 superbike and it’s a lusty mill in the true Suzuki style. The engine has been updated with a host of new internals to both make it more street friendly and compliant with the latest Euro 4 emissions regulations. The chassis, shared with the unfaired and slightly cheaper GSX-S1000, is a bespoke design for the two GSX-S1000 models and features a lightweight aluminium beam frame with fully adjustable KYB forks and brake calipers lifted from the outgoing GSX-R1000.

 

So far, so sporty. Indeed, Suzuki claim that the GSX-S1000F is a sports bike for the road, not the track and when you climb on board it’s easy to understand what they’ve set out to achieve.

 

Suzuki GSX-S1000F badge

 

Where the GSX-R and its ilk have you bent over in agony in an extreme riding position, with this you’re sat in a fairly upright stance. The GSX-S1000F shares its ergonomics, including the Renthal Fat Bars, with the naked version, and it’s none the worse for it. Seat height is 810mm and is manageable for all but the shortest of riders.

 

This was one of the first bikes in the Suzuki range to use their new ‘easy start’ system, which means that you just have to tap the starter button rather than hold it in. Firing up the Suzuki lacks any real aural drama but wind it on and the engine really comes alive, not just in terms of the stonking drive that fires you towards the horizon at a rapid rate of knots but also the excellent sounding induction roar that really stirs the soul.

 

Suzuki GSX-S1000F Road

 

While the GSX-S models are much rawer than the latest batch of whizz bang race replicas, there’s still just enough tech to meet the expectations of the modern day rider. There’s ABS, of course, as well as traction control. The Bosch developed system uses five sensors and can be set to three different levels of intervention. For old school riders who bemoan the introduction of such fangled technology, the traction control can be switched off easily using the button on the left hand switchgear. Instruments are fully digital, comprehensive and well laid out, with a swooping rev counter and large speed readout dominating the display.

 

On the road, it’s all great fun and many riders will find it more confidence inspiring than a full-on race rep, especially if you carry a pillion with any regularity. There are some areas where you can see where the budget has been tightened. The rear shock, while adjustable for preload and rebound, can’t be adjusted for compression and while the OE Dunlop D214 tyres are ok, they are more at the ‘value’ end of the market than the premium one.

 

Styling will always polarise looks but that fairing works effectively enough.

This is a bike that has few direct rivals, the Kawasaki Z1000SX being the most obvious. The reality is that the GSX-S1000F makes no real attempt to be fashionable and is none the worst for it. It’s an honest to goodness performance motorbike that provides plenty of bang for your buck and is a pretty practical proposition if your riding includes a mix of commuting and or touring.

 

History has shown that Suzuki has a pedigree of making bikes like these over the years and that they have gained a small but loyal following. Models such as the GSX750F ‘teapot’ and the faired Bandits of the 1990s were all well loved by their owners and while most manufacturers have avoided going to market with anything less than a cutting edge sports bike, the Suzuki makes a refreshing change by eschewing fashion and building an unpretentious sports bike for the real world.

 

Alternatives: Kawasaki’s Z1000SX has a more touring bent but is the same price and looks similar on paper.

 

Specifications

 

ENGINE TYPE

Four cylinder, liquid-cooled, four-stroke, double overhead camshaft, 16-valves

DISPLACEMENT

999cc

BORE X STROKE

73.4x59mm

MAXIMUM POWER

107kW (145bhp) @10,000rpm

MAXIMUM TORQUE

106Nm @ 9500rpm

FRONT SUSPENSION

43mm upside down telescopic forks

SEAT HEIGHT

810mm

WET WEIGHT

214kg

FUEL TANK

17 litres

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