SUZUKI GSX-S1000GT (2022 - on) Review
- Best Suzuki for years
- Effortlessly quick, comfy and exciting
- A hell of a sports tourer for the money
At a glance
Overall ratingNext up: Ride & brakes
You could say the new Suzuki GSX-S1000GT is simply a collection of parts pinched from other models. That’s partly true, but they’ve taken simple idea and executed it so brilliantly, it has the makings of an instant classic.
- Related: Best sports touring tyres
It’s an honest-to-goodness road bike-shaped sports tourer, with styling that finally moves the game on for them, even if its looks are greatest hits of well… you decide.
Unlike the adventure bikes and tall roaders that have taken the place of sports tourers in recent years, the GSX-S1000GT doesn’t have dual-purpose tyres, dirt bike wheels or long travel suspension.
The Suzuki is for smiley Sunday morning tarmac and big road trips, just like the Kawasaki Ninja 1000SX it’s gunning for. We could just be seeing the return of the sports tourer here and that’ll be music to the ears of many.
Suzuki’s GSX-S1000GT is a bike you just hope will be as good as it seems and it doesn’t disappoint. It’s effortlessly quick, comfortable, practical, reassuring and thanks to its K5-derived engine, exciting, too - exactly what a sports tourer should be.
Its crisp colour dash, quickshifter, cruise control, smooth grunt and peachy throttle will make journeys, near and far a breeze and even better is the price. It isn’t exactly loose change, but is superb value for the all the metal, tech and performance you get for your money.
Brakes are slightly wooden, but work well and its tyres could be better, but they’re minor and easily fixable blemishes on Suzuki’s best bike in a very long time.
Ride quality & brakesNext up: Engine
The GSX-S1000GT uses the same basic chassis layout as the current GSX-S1000 (and the version before, including the ‘F’): a twin spar ali frame (with a new subframe and pannier mounts) and swingarm, fully adjustable KYB forks, Brembos and a basic rear shock with preload and rebound damping adjustment.
Suzuki sportsbikes always handle sweetly and the GT is no exception. It’s stable, unflappable at full lean and lives for fast A-road and motorway curves.
It hunkers closer to the tarmac, compared to other all-rounders, so a sports tourer like the GT is more stable and precise at speed and has a lower seat, making it easy to get your feet down.
Its smoother bodywork creates far less of an ear-blasting wind roar, too. The screen is non-adjustable but does a great job of keeping off the elements and there’s also a 70mm taller touring screen available (£193). Heated grips are also a £395 extra.
It’s also supremely comfortable with a natural stretch to its high and wide bars. Legroom is generous, rider and pillion seats are plush and you’re nicely isolated from vibes, thanks to rubber-mount bars and rubber-topped footpegs.
During the GT’s launch riding some of the best roads in Scotland, wet and dry, the GT is a joy. We saw an indicated 43mpg on the dash (Suzuki claimed 46mpg), which should give a full to dry tank range of 180-miles.
There’s very little not to like about the GSX-S1000GT – it’s properly sorted and well thought out, but there are two minor niggles.
Firstly, the ABS robs feel from the Brembos, although they still work well. Secondly, its new cast ali six-spoke wheels are shod with Dunlop Roadsport 2 rubber and although wet and dry grip is acceptable, fitting a set of the latest-generation sports touring rubber (Dunlop’s RoadSmart 3 included) would greatly enhance ride quality and help the Suzuki roll into corners more sweetly.
There’d be even more grip and confidence for the rider, too.
EngineNext up: Reliability
It goes to show how right Suzuki got the K5 engine in 2005 years ago, because it’s still a cracker in 2021 and suits life in the GT perfectly.
It’s also the same motor that powers the 2021, Euro5-updated GSX-S1000, complete with its smoother power curve and meatier midrange.
Better still, Suzuki have finally got rid of the on/off jerkiness its the ride-by-wire throttle, even in the most direct of its three power maps. Bravo.
The bombproof 999cc inline four makes 150bhp, which means it’s blisteringly fast when you rev it hard and is accompanied by a naughty noughties’ superbike snarl from its neat, stubby pipe.
But it’s also tuned for low down grunt, so it’s long-legged and flexible, making top gear overtakes a piece of cake.
A ‘slip and assist’ clutch lightens the lever for town work and its slick, standard issue up/down quickshifter helps it glide through the gears at any speed.
Cruise control is also included in the price - a must for a tourer and the GT comes with ABS and five stage (plus ‘off’) traction control.
There’s no IMU gyro to control the rider aids, but apart from the extra slice of safety that would give you in an emergency, the GT’s more basic system is more than capable enough, even in really tricky conditions.
It also has a low rpm anti-stall system and one-start starter button, too.
Reliability & build qualityNext up: Value
The GSX-S1000GT’s build quality and attention to detail are excellent, as new. MCN’s online owners’ reviews for the GSX-S1000 and GSX-S1000F models (the same basic bike as the GT) are gushing with nothing but nice things to say about reliability, but they report paint can be thin in places and you’ll need to keep an eye on the fasteners in the winter.
Value vs rivalsNext up: Equipment
The GT’s main rival is the Ninja 1000SX and on paper they’re close.
The Kawasaki’s 1043cc, 140bhp inline four has slightly less power and it’s 9kg heavier but has 4lb-ft more torque, the same electronic spec and undercuts the Suzuki by £200 in its base colour scheme.
Unlike the GT the Ninja 1000SX has an IMU for cornering traction control/ABS, a remote rear preload adjuster and height-adjustable screen.
It doesn’t come with every bell, whistle and designer chassis label, but for the price the GSX-S1000GT is well equipped with rider aids, cruise control, KYB forks, Brembos and Suzuki’s best dash yet.
Its 6.5in colour TFT displays 21 pieces of information, plus set-up menus and sat nav graphics, shown via Suzuki’s mySPIN app. Power maps, TC level, cruise control and dash functions are all controlled via the switchgear block, but buttons are small and tricky to operate with thick gloves.
A full range of accessories are available, including panniers, which will be the most popular option.
|Engine type||Liquid-cooled, 16v, inline four|
|Frame type||Aluminium twin spar|
|Fuel capacity||19 litres|
|Front suspension||KYB 43mm USD forks, fully adjustable|
|Rear suspension||Single shock, adjustable for preload and rebound damping|
|Front brake||2 x 310mm discs, Brembo four-piston radial caliper. ABS|
|Rear brake||240mm disc, single piston caliper. ABS|
|Front tyre size||120/70 x 17|
|Rear tyre size||190/50 x 17|
Mpg, costs & insurance
|Average fuel consumption||46.3 mpg|
|Annual road tax||£96|
|Annual service cost||-|
How much to insure?
|Warranty term||Two years|
Top speed & performance
|Max power||150 bhp|
|Max torque||78 ft-lb|
|Top speed||145 mph|
|1/4 mile acceleration||-|
|Tank range||193 miles|
Model history & versions
- 2022: Suzuki GSX-S1000GT introduced (in dealers at the end of ’21) to replace the GSX-S1000F. Engine, chassis and electronics are identical to 2021 GSX-S1000 with full fairing, cruise control, a comfier riding position and a new subframe to take optional pannier.
Owners' reviews for the SUZUKI GSX-S1000GT (2022 - on)
No owners have yet reviewed the SUZUKI GSX-S1000GT (2022 - on).