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Suzuki Unveils 2022 GSX-S1000GT – A High-Performance Sport Tourer

Long rumored, Suzuki has now introduced a sport touring version of the GSX-S1000. The 2022 GSX-S1000 GT combines, according to Suzuki, uncompromising sport performance with long-distance comfort and convenience.

There are too many changes to mention all of them (see the details in the press release below), but the new GT is the first Suzuki motorcycle with a TFT display. It is relatively large at 6.5″ diagonal. The bike features LED headlights, relatively generous wind protection (there is a larger, optional touring windscreen), adjustable suspension, Brembo brakes and several, modern electronic aids.

More details are available in the press release below, and on Suzuki’s web site for the GSX-S1000GT+ (with standard saddlebags) and the GSX-S1000GT. Pricing has not been announced, but Suzuki says both bikes will be in dealerships next year.

Here is the press release from Suzuki followed by two videos:

Brea, CA (September 22, 2021) – Introducing the all-new 2022 Suzuki GSX-S1000GT. Suzuki Motor USA, LLC (Suzuki) is thrilled to unveil a high-performance motorcycle with a soul of a champion that delivers features and technologies enhancing any long-distance sport tour. A high-performance, yet comfortable motorcycle with optional attractive integrated side cases (or standard as part of the GSX-S1000GT+ model) and a sophisticated, avant-garde look that creates its own category – Grand Touring – ready to take the rider any distance with speed and comfort.

The GSX-S1000GT’s total performance is transformative, breaking new ground for a sport touring motorcycle, and the new SUZUKI mySPIN connectivity application integrates with a large, full-color TFT instrument panel to provide easy access to a wide range of smartphone information and entertainment options augmenting any ride.

Using legendary and proven GSX-R engine architecture, the 999cc four-stroke, liquid-cooled DOHC in-line four superbike engine delivers smooth, consistent power throughout a wide and linear powerband.

The GSX-S1000GT’s engine offers multiple updated components to best deliver performance where a Grand Touring rider demands it. Enhancements to the engine include revised intake and exhaust camshafts, cam chain tensioners and valve springs, as well as a redesigned clutch and gearshift components.

All updated to take the best aspects of GSX-R championship-winning engineering and apply it to the real-world demands of riders seeking spectacular performance and tractability for high-mileage tours on challenging, exciting roads. All delivering an even broader, smoother torque curve with fewer peaks and valleys. These components also help enhance performance versus the prior model while delivering full Euro 5 emissions compliance.

Refined engine performance is managed by expanded Suzuki Intelligent Ride System (SIRS) technology, including electronic cruise control, five modes of adjustable traction control* and bi-directional clutchless quick-shifting, helping augment sport rides on Sunday mornings as well as cross-continent tours. SIRS is rounded out with an updated Low RPM Assist system and Suzuki’s Easy Start System, providing improved starting control and a simpler starting procedure.

The strong twin-spar aluminum frame and braced swingarm help deliver agile handling and great road-holding ability. Visually attractive, the new trellis-style sub-frame design creates secure attachment points for the high capacity 36L side cases, while allowing for a more comfortable passenger seat.

The GSX-S1000GT’s suspension control will also easily adapt to the needs of two-up riding, thanks to its fully adjustable, inverted KYB fork and easy-to-adjust rear shock. The dual, ABS-equipped**, radial-mounted, four-piston, Brembo-front brake calipers and 310mm floating rotors help provide the confident, controlled stopping performance needed when travelling with a passenger and gear on an extended ride.

Comfort is vital for miles of effortless grand touring performance, and the GSX-S1000GT is ready to conquer high performance rides of any distance. The new cast-aluminum handlebar is wider than the prior bike’s handlebar, and is shaped and positioned for a comfortable reach, delivering the proper leverage to guide the GSX-S1000GT on any road. The handlebar’s special rubber mount damps vibration while the footrests have durable rubber inserts to damp vibration to the rider’s and passenger’s boots. The GT emphasizes long ride comfort as well as exhilaration.

The rider and passenger seats have a new sporty design maximizing comfort on long rides, and both seats sport a new cover material that balances grip with freedom of movement. The rider’s seat-shape further enhances freedom of movement, while the pillion seat design maximizes passenger comfort and integrates well with the new grab-bar design.

Despite their spacious storage capacity, the GT’s large-capacity side cases (Optional on the GSX-S1000GT, and standard on the GSX-S1000GT+) feature a compact design that integrates seamlessly with the motorcycle’s sharp, futuristic styling. With 36L of storage capacity, each side case may hold most full-face helmets. To further integrate them to the motorcycle, an optional color-matched side case painted panel set provides a perfect match to the GSX-S1000GT body colors. Optional locksets are available that may be set so the motorcycle’s ignition key opens the side case lid or disengages the quick-release mechanism. Side cases and mounts, color-matched painted panel sets, and side case lock sets are standard on the GSX-S1000GT+.

The GSX-S1000GT puts a new face on sport touring performance and comfort. The striking and original face of the GT begins with a raked nose, while a pair of horizontally arranged LED headlights, V-shaped position light, new mirror design, and side-mounted LED turn signals fashion a unique Grand Touring appearance that is distinctively Suzuki. The GT’s daring styling continues into the standard side cases and optional touring windshield for a fully integrated appearance.

The GSX-S1000GT’s instrument panel uses a new-generation 6.5-inch, full-color TFT LCD screen. Developed specifically for use on motorcycles, this large TFT display is the first of its kind on a Suzuki motorcycle. This high-quality instrument panel is set into the inner fairing above the handlebars, for great visibility and protection from debris. The brightness-adjustable TFT panel features a scratch-resistant surface and an anti-reflective coating that help improves visibility in bright light.

The TFT display uses GSX-S1000GT-exclusive graphics, including blue background lines that add an extra visual touch to help convey Suzuki’s spirit and brand identity. An additional feature of the TFT screen is a brief custom animation that plays when the ignition key is switched on. This playful presentation is pleasing to the eye and builds excitement for the ride to come.

The TFT readouts include: Speedometer (digital), RPM indicator (shift light), Tachometer (analog format), Transmission gear position, Fuel gauge, Coolant temperature, Ambient air temperature, Cruise control setting, SDMS mode, Traction control mode, Quick Shift (ON/OFF), Voltmeter, Clock (12-hour format), Odometer, Dual trip meter, Average fuel consumption (Trip 1 & 2), Instant fuel consumption, Riding range (per fuel onboard), Smartphone battery level, Smartphone connection status, and Rider-passenger intercommunication status (Bluetooth®).

The TFT display was developed to provide smartphone connectivity through the SUZUKI mySPIN application. While competitive models use systems originally developed for automobiles, the GSX-S1000GT adopts hardware and software designed specifically for the demands of motorcycle use. As such, SUZUKI mySPIN works seamlessly on the TFT screen to enrich the functionality of smartphone connectivity. The GSX-S1000GT’s smart cockpit blends riding and vehicle status updates, such as the speedometer and tachometer readouts, with pertinent information, communication, and entertainment from the rider’s smartphone.

Located to the left of the instrument panel is a USB outlet the rider may use to connect an iOS or AndroidTM smartphone to the TFT panel. The data connection can also be established via Wireless LAN and Bluetooth. The USB outlet can also charge the smartphone’s battery.

Available through the Apple App Store or Google Play, riders can install the free SUZUKI mySPIN app on their smartphone. Once installed, mySPIN provides an array of useful functions from five bundled applications specifically developed for motorcycle use.

The mySPIN system applications include Contacts, Phone, Maps, Music, and Calendar

Contacts – the system can access the contacts application on the smartphone and inform the rider who is calling. Calls can also be placed by selecting a contact from the list.

Phone – conveniently, the system can place phone calls, either dialed directly or from the contacts application, and can display the rider’s call history, all without stopping the bike.

Maps – the rider can view his or her current location on the map without having to download any third-party map application or data. The Suzuki Map can search for destinations and get routing information, all while allowing the rider to easily navigate from screen to screen by using the switches on the left handlebar.

Music & Content – the rider can use a Bluetooth headset to listen to music, podcasts, or other content from his or her smartphone’s library; the passenger can listen, as well, if they are wearing a Bluetooth headset wirelessly connected to the system.

Calendar – the rider can display calendar entries from his or her smartphone on the TFT screen, checking scheduled events and reminders.

The GT’s body colors include majestic Metallic Reflective Blue, and the sleek Glass Sparkle Black, each set off with distinctive GT logos, indelibly stamping the 2022 GSX-S1000GT and GT+ as motorcycling’s newest and most sophisticated, high-performance Grand Touring leaders. Manufacturer’s Suggested Pricing for both models will be announced.

The all-new 2022 Suzuki GSX-S1000GT and GSX-S1000GT+ will be available in Suzuki dealers in early 2022. For more information, please visit the Suzuki website.

*The Traction Control System is not a substitute for the rider’s throttle control. It cannot prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes. Neither can it prevent the front wheel from losing grip.
**Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please ride carefully and do not overly rely on ABS.

Suzuki mySPIN related disclaimers:
▪ Headsets sold separately.
▪ Smartphone screen images in Suzuki-authored documents were prepared using iOS 13.5, so they may differ visually when using a different OS or system version.
▪ App operation was confirmed under specific conditions. Depending on the OS and system version, some apps may not operate properly, or functions may be limited to ensure safe operation.
▪ Third-party apps are not under Suzuki control, and Suzuki is not responsible for their content or privacy policies.
▪ Suzuki cannot guarantee proper operation of third-party apps.
▪ Some third-party offerings are paid apps. Please confirm before installing new apps.
▪ Please refer to the respective terms of use when installing and using third-party apps.
▪ Some third-party apps may not be installable or may appear differently, depending on the country or region, or on the OS or system version.
▪ Apple and the Apple logo are trademarks of Apple Inc., registered in the U.S. and other countries. App Store is a service mark of Apple Inc., registered in the U.S. and other countries.
▪ IOS is a trademark or registered trademark of Cisco in the U.S. and other countries and is used under license.
▪ Google Play and the Google Play logo are trademarks of Google LLC.
▪ Android is a trademark of Google LLC.
▪ The Bluetooth® word mark and logos are registered trademarks owned by Bluetooth SIG, Inc., and any use of such marks by BOSCH is under license. Other trademarks and trade names are those of their respective owners.


  1. craig a says:

    I like it. Was also looking at the new Yamaha 9GT. Make it the Suzuki for me please. Planning to pre order the GT+ in blue November 19th.

  2. Tomas says:

    Looks very sleek but is the windscreen adjustable?

  3. Stinky says:

    I see everything mentioned except fuel capacity. Looks nice, too feature laden for me but very nice.

  4. Jaco Paco says:

    Great to see another sport-tourer in the market. Everything looks good to me except the handle-bar. I like to have clip-ons like the ones found on the Ninja 1000SX and Ducati’s Supersport. No clip-ons makes the bike look cheap.

  5. Silver says:

    Unless they’re going to widen the gearbox ration this is a waste of time and money for Suzuki. The GSXS basically has 4 gears.

    • Stuki Moi says:

      Exactly my main/only issue as well. A 100mph 1st gear, and a 150mph 6th, is just too darned close ratio for general sport touring, commuting and street use.

  6. Silver says:

    I hope they play to widen the ratios because the GSXS basically has 4 gears… unless you’re a skilled rider on the track

  7. Gary says:

    I sincerely hope that bikes like these (sport touring road bikes with no off road pretensions) make a comeback, but I don’t see it happening. I don’t think the current market wants anything like this. I’d gladly own one.

  8. Hot Dog says:

    Beautiful machine but I’m suffering doodad constipation.

  9. GT08 says:

    I had a brand new 1996 Suzuki RF900R which I loved and hate. I loved the look, the sound and the handling of the engine. But. There was always a light bulb burnt out, particularly in the rear at night. The alternator stopped due to an improperly designed rubber gear. The frame cracked. And the fire caught in the wiring. Not to mention the vibration of the right grip. I sold it at low mileage. Although nostalgic at times (I recognize and appreciate the sound of a Suzuki 4 cylinder in the distance even after 25 years) I will never buy again their products.
    As long as bought an imitation of Kawasaki, as well bought a Kawasaki even if more expensive. It will pay off in the long run.

    • fred says:

      Experiences differ. I currently have a 95 RF900R, and it’s been a great bike. It is a bit buzzy, but the vibrations come through as awareness, rather than as fatigue. It’s fine for 400+ mile days. Never had any electrical issues, but I have switched to LED headlight & taillights. The carbs have had to be cleaned/rebuilt a couple of times, and fork seals purchased. It’s my experience with the RF that makes the GSX-SGT so tempting.

    • Grover says:

      I’ve had a great experience with all 3 Suzuki’s that I’ve owned. Rarely you get a lemon, most of the time not. The last Suzuki I had was a Bandit 1200 that I put 55,000 miles on without issue. I lump all the Japanese manufacturers in the same category as far as reliability is concerned. I would buy this GSX-S without any concern, just like ant other Japanese bike. Now, European bikes are another matter as I expect to have minor issues with those machines…

    • joe b says:

      This post makes no sense to me. 25 years ago, let it go. “loved the look, the sound, and handling of the engine”. Engines dont have “handling”. I dont judge bikes by the “sound of the engine”? If i had a bike that had a burned out bulb, I would fix it, not sell the bike because of it. Usually melted wiring on these models, were caused by a total lack of maintenance to the battery, cooking not only the wiring, but the stator, reg/rect, the battery, and every plug that connected it all. But so be it, better off GT08 is on another brand, this is not the droid you are looking for…

  10. motorhead says:

    Suzuki does it again: great value. My personal view of Japanese bikes has been that Suzuki brand consistently brings the best price, Honda brings the smoothest and most reliable ride, Kawasaki the rawest power, and Yamaha the most sophistication and elegance (whatever that means). My older age paired with higher financial solvency tilts me toward Yamaha on a bike like this, but Suzuki reminds me they still have the best bang for the buck.

    • WesC says:

      Agree with your assessment but would also put Honda in the most boring category…don’t get me wrong smooth as butter and power delivery is very controllable, but there’s something about that 7500 RPM hit on a Kawi that I just can get away from.

    • todd says:

      My experience definitely puts Yamaha far above Honda for smoothness and reliability. Three of the Hondas I’ve had have had disastrous engine failures. I can’t even say the same thing for my BSAs or AJS!

      • motorhead says:

        I forgot to mention Yamaha built the motors for Toyota’s most expensive and collectible cars. Toyota being one of the most demanding, nit-picky and successful OEMs on the planet.

  11. Fin says:

    I owned an ’05 FJR for 12 years and 165K miles. Great bike and i toured far and wide on it and still got 1/3 price out of it, but for the 80% it was used as a daily around a large metro, i think this Suzuki would have been better suited and easier to get around with being at least 50kg less. Happy with an old Bandit now as my touring days are done but a younger me would appreciate the more Sport side of this touring platform. A fleeting golden age is here.

  12. Gary in NJ says:

    I have been disappointed by every motorcycle that I have own that has had a front fairing. Designed to protect you from the wind, they usually flow disturbed air into my chin. As a result I feel like I’m getting slapped in the face from left and right while i ride. I have three bikes right now – all naked. In fact I removed the fairing from one (FZ6) and replaced it with a round headlight to improve the aerodynamics. I wouldn’t mind taking this large Suzuki out for a ride to see if the fairing makes good on its claim.

    • randy says:

      I had a 2012 Triumph tiger 1050 and the buffeting was horrible. Ended up replacing the windscreen with a tiny one and all was well.

    • todd says:

      I tend to agree though my K75S is only a problem when I have a passenger. Totally smooth and quiet otherwise. I completely increased the high-speed highway comfort on my 690 Duke with a cheap handlebar mounted fairing. Smooth and quiet airflow but I needed to keep fiddling with the position of it to get it that way. The tip of it is fairly close to my chin bar. The only gripe with the handlebar fairing is high speed stability is occasionally compromised by cross winds as it translates directly into the steering.

    • Snake says:

      Have you guys looked at a “Euroflip” shield, like a Gustafsson? On the bikes I have / had, it can make a HUGE difference as it seems to get the airflow more laminar.

  13. Tommy D says:

    First I am sad to see the lighter MotoGP Blue is not coming to the states. I think that is its best color. Secondly this bike is priced at £11,590 in the UK. That is one heck of a price point. That’s £400 lower than what a KTM 890 ADV-R sells for in the UK. So that would be around $12,699 for the GSX-S GT. That’s right in the ballpark of the Ninja 1000 $12,599. Heck I think I could be talked into getting one. BRING in the LIGHT BLUE version.

  14. dp says:

    Finally someone looked at fairing role in overall aerodynamics solution. They took it as far forward as front fender which gives them favorable airstream transition to main body.

    On less favorable side, this is not a true “relaxing” large volume sports-tourer, but fairly hard edged machine. If that was the objective – fine. Go for it Suzy.

  15. joe b says:

    Reading many of the comments below, this is not the motorcycle for many of them, its too big, too complicated, doesnt have storage under the seat (two saddlebags are overlooked), and the easy start system is too much since you only have to press one button. its obviously not a motorcycle for them, everyone seemingly focusing on one item they dont like, or dont understand, or some styling item that is either too old, or too new. Some thought it looked like older models from other manufacturers. Why does it have 2 headlights? Why does it have to have all the gadgetry? @5gal the tank is too small. The easy to read analog type instrument, is too hard to understand. NO one mentioned they cant find the clock reset button. Shaking my head, I just dont see all that. jimjim, it does seem to look good.

  16. jimjim says:

    That’s a pretty good looking bike for a Suzuki.

  17. Tom R says:

    I think the single low beam light thing may be a regulatory/safety item, to prevent other drivers from thinking that two motorcycle lights close together can appear to be a car that is far away in certain conditions. You Tube channel Fortnine did a good piece on this.

    Anyone know for sure?

    • cw says:

      The things I’ve found point toward that. Also note references to a “position light” on this and other bikes. All meant to indicate, I believe, to other traffic that something is a motorcycle and not a car far away.

      I’ve also read things stating that, since regulations only require one of the lights to be on, keeping just one on relieves some load on the electrical system.

      I have yet, however, to find a link to official statements about these requirements or their justifications.

    • VLJ says:

      If that were the case, how do the both-lights-on-all-the time Ninja 1000, Z900, Street Triple, etc., avoid that requirement?

      • Bob Krzeszkiewicz says:

        Beat me to it. The Kawasaki low beams are indeed both on at the same time. What is not on at the same time is the low and highs together which is a requirement for all vehicles in the USA. I wonder if that is what the confusion is about.

        But if the Suzuki only has one low beam light, that’s pretty lame, especially in the era of LEDs as they don’t draw much. Just because you can see with it doesn’t mean others can see you. I like big lights (and 2 of them) because I’m more visible to others.

        • TimC says:

          Huh, how recent is this requirement (low/high separate)? My ’07 FZ6 has single low and high turns on the other side with the low still on.

      • cw says:

        I think it has something to do with light shape and placement.

        I think one of the differences is halogen vs LED, how much output a single light puts out.

        Also, we should likely be looking at jurisdictional differences in rules and how one mfgrer may decide to specify a bike for a region or not.

        Maybe one of these moto-journalists will do a us a big ol’ story about the various reasons why this exists and include a compendium of the various regulatory agencies’ rules (or lack thereof).

        Also, if HEADLIGHT PATTERNS/PERFORMANCE became a regular feature of reviews, some light may be shed on this topic

    • Jeremy says:

      I’ve heard that said for ages, but I personally never could find an actual regulation detailing that requirement.

      Other things I’ve heard…

      “It’s a safety feature: The single lamp indicates to other motorists that the oncoming vehicle is a motorcycle.”

      “You get more life from the bulbs that way.”

      “The low and high beams can be more effective if they have their own housing designed for that purpose.”

      My personal guess is that this came about during the great sport bike wars era as a way to reduce current draw and thereby shave a 100 grams or so by being able to spec a lower output alternator. Then like many things, it just stuck around whether it makes sense or not because “that’s just how we do it.” But my guess is probably just as ridiculous as the others mentioned.

      • Bob Krzeszkiewicz says:

        The regulation is for a motorcycle, a single functional high and low beam is required. It’s perfectly fine to have two. But for all vehicles (MC/car/18 wheeler) the highs and lows cannot be on at the same time.

        The USA has some severely outdates lighting requirements. Europe and Asia have vehicles with some truly high tech headlights that adapt for speed, vehicle attitude and even change the beam pattern for targeted lighting. None of that stuff is allowed over here. Of course, I already complain that a new headlight module on my SUV is 700 bucks, I really don’t want to pay 1700 when I really need is a new lense for it. The price of progress.

        • todd says:

          I just borrowed a R1200RT-P because I wanted to ride something wallowy and ponderous. It has three headlights, two low and a single, center high beam. Click the high beam button and all three lights are lit. Not very bright compared to the single high output LED I installed in my K75S, but all three at once. This is an ex-CHiP bike so it must be legal – unlike the red and blue strobe lights that were left on the bike when it went to auction.

  18. fred B says:

    all the talk about the screen size, no mention of the tank size. Nice bike though would have done well 15-20 years ago

  19. Mrpokey says:

    Why do the manufacturers keep adding more electronic doodads, how about some good old round easy to see gauges.

    • cw says:

      as a person who likes analog gauges, the display on this bike is very easy to read (because the display is designed like gauges). We’ll see how that matte cover works in the sun.

      I prefer the 2022 Hayabusa set up, but this design is less $$.

    • David M says:

      I’m with you. I was grabbed by the first couple of paragraphs and then the extended description of all of the electronics put me right off.

    • KenLee says:

      Electronic dash allows to change imperial and metric units just by click of the button. Manufacturer doesn’t have to produce two different sets of clocks for different markets. It’s mainly about cost efficiency, but also comfort for international travelers (i.e. between UK and EU).

      • David M says:

        My 2003 FJR switched between Imperial and Metric, but not, unfortunately, by a single button click; two buttons pressed simultaneously but only did that occasionally.

        • KenLee says:

          By “electronic dash” I understand all kinds of graphic, or numeric displays: TFT, amoled, oled and older LCD, as per your third gen. FJR (in oposition to printed gauge and plastic needle on my first gen. FJR).

        • KenLee says:

          In my 2003 FJR I’m not able to switch speedo anyhow because it’s printed with kilometers only. I suppose, your speedo face is printed with both gauges, but such solution looks worse and smaller, secondary gauge is harder to read- especially for older eyes.

  20. TP says:

    The view from the bars is quite attractive. I’m still getting used to that extended front end, though. Otherwise, it looks pretty good and overall the styling’s more integrated to me than the Kawasaki 1000 SX’s.

  21. todd says:

    I would prefer the Guzzi but I’m still attached to my K75S. I wonder if this would be any better at touring than the K75 or the popular (and unfortunately heavy) R11xxLT. Do you suppose fuel mileage will be in the 50s? The bags look smaller and chain drive and no center stand seem like negatives.

    • shane says:

      Official mileage is 46.5 mpg but according to a Suzuki rep that was tested on a cold engine and they expect real world mileage to be better. With a 5 gallon tank it should be good for a nice long ride between stops.

      The bags have 36 liters each, so about the same as the Givi V35.

      Personally I don’t want the added weight of a shaft drive, plus this is meant to be a sport touring bike. Chain maintenance on the road is no big deal.

      • cw says:

        46.5 UK gallons or US gallons?

      • todd says:

        There are plenty of shaft drive bikes that weigh less than this bike!

          • todd says:

            Here’s most of what I can find:
            All BMW airheads, RnineT, Honda CX500 and VT500E, Guzzi V7 and LeMans, Sunbeam S7 and S8, Velocette LE and Valiant, Yamaha XJ750, XJ650, Seca 650, QT50 and XZ550…
            Maybe I missed some.

            I’ve put around 250,000 miles on shaft drive BMWs and my Seca combined with zero problems and low maintenance.

        • Dave says:

          I think he meant shaft drive bikes of similar capability and power. Maybe age, too.

          • todd says:

            All of those bikes have sufficient power for highway touring – except the QT50, of course. This list doesn’t tell me shaft drive bikes are heavy, it tells me new bikes are heavy.

          • Dave says:

            The bike featured in this article has excessive power for most all riding conditions. Its target customer would not accept a bike with merely “sufficient” power.

            You’ve deliberately curated a list of shaft drive bikes by picking them only based on their weight. They’re lighter because they don’t need to be as substantial with their lower power and performance.

            I see your light shafties and raise you the Kawasaki Ninja 400, KTM Duke 390/Adventure 390, and any of the 650-700 twin’s the Japanese makes produce. All lighter, all sufficient or better performance and more modern.

        • cw says:

          They are?

    • Bob Krzeszkiewicz says:

      Susuki quotes 46 mpg. But like the Ninja 1000, 40 is more realistic at 70 mph.
      Bags are 36 liter each. No center stand accessory like the N1k thanks to the big prechamber underneath.

      • TimC says:

        Thank the EU (and those stampeding along) for ruining IC transportation.

        • Motoman says:

          Ruining? I’m pretty happy with IC transportation these days.

          Wait. I know. Not enough choice! Too much horsepower!

          • TimC says:

            Uh, Euro 5 has been pretty hard to meet, and look at the gigantic exhausts now needed. It’s not like motorcycles were polluting that bad.

            The goal is, in fact, to phase out IC engines soon enough, which is going to be a disaster. So – enjoy your smugness while you can, I guess.

        • Dave says:

          They’ve done a pretty tremendous job at improving the emissions of IC engines. When emissions regulations first came it, it neutered performance. Now we have road vehicles making previously unimaginable amounts of power while put iI gas a fraction of the smog into the air.

          ICE probably is going away, but it won’t happen fast. Especially not on two wheels. The sales volumes are too low. Even if all vehicles sold were to become EV’s tomorrow, it’s still 10+ years before they became the majority of vehicles on the road. Right now they’re about 2% of new vehicles sold.

  22. shane says:

    I like it, I’m deciding between the Ninja 1000SX or this as my next bike. Interesting that the US model lists the luggage as standard but it’s optional in the UK and Europe. I hope the price is competitive with the Kawasaki.

    The single low beam doesn’t bother me, like that the luggage has actual real capacity, has a standard USB port and many of the other features. I do wish a center stand were an option. I’m fine with the engine being a tried and true unit, give me reliability of 10 more horsepower I am never actually going to use any day. To me this is the modern replacement for the Bandit, which has been my bike (2 bikes) for the last 20 years.

    • shane says:

      Reliability *over* 10 more horsepower is what I meant to type

      • Bob Krzeszkiewicz says:

        The Suzuki will be making its peak torque 1250 rpms higher than the Ninja 1000 and it will rev out 750 rpm higher to make that 150 HP. The N1k develops about 8 more lbs of torque. What this tells me is the N1k has more grunt down low and in the mids.

        There are 2 models. The GT and GT+. The bags look real nice, very usable and the bike’s rear looks better with them on IMO. I keep my bags on the N1k full time since I commute daily.

        According to the UK pricing, even the basic GT will cost more than the Ninja and it lacks the IMU, better lighting and less torque.

        The GT+, to me, seems more about the connectivity gimmickery than anything else. I’d rather just buy bags for the base GT. Apps and crap don’t apply to me. I’m in it for the ride not fiddling about on a TFT screen.

        • shane says:

          Ah, I see the difference now, when I looked a the Suzuki website I didn’t see there were two different models.

        • todd says:

          Torque down low in the rev range is not as powerful as the same torque higher up! What good is strong torque if you have to shift early to a higher gear. The bike that has a higher torque range will accelerate harder because it can remain in the lower gears and multiply more of that torque to the rear wheel where it is more useful than torque at the crankshaft.

  23. Keith Wood says:

    I currently have a 2013 Ninja 1000 with soft bags on Givi metal mounts, and thinking to move to a 2022 N1K or now maybe this Suzuki. I don’t think either bike is really attractive as such, even my 2013 isn’t really a styling success, but the updates on the N1K and this bike being all new are really contenders for a trade in. Good to have options and I can’t see any bike when I’m on it riding, so the looks are a secondary concern.

    • Bob Krzeszkiewicz says:

      The N1k makes about 8 lbs more torque 1250 rpms lower than the Suzuki for more grunt in the lows and mids. The suzuki has to rev out 750 rpm higher in order to generate that 150 HP. The Suzuki lacks the IMU and cornering ABS, only 1 operational low beam and according to UK pricing for both, the Suzuki is more expensive.

      Admittedly, the Suzuki looks pretty good, the bags look better integrated, the best they’ve ever done IMO, but if I were replacing my ’11 N1k, I’d go with the N1k again for a more flexible torqueier engine and the ergos agree with my riding style.

      But I admit to be waiting for EIMCA show to hear more about the Moto Guzzi V100 Mandello. If they will be offering hard cases for it, that may be how I go.

  24. Mick says:

    I should be cheaper than a Suzuki V-Strom 1050XT and have a range of 194 miles.

    These press releases are long on superlatives and short on information.

    Take a bunch of thirty year old ideas, add electro gizmos, make press release that starts out “Introducing the all new”. Done! That’s a wrap. Let’s go play Pac Man.

    • Max says:

      I like 30 yr old ideas. They can keep the gizmos and pass on the savings. Good engine, riding position, fuel range, luggage. Done.

      • Mick says:

        Then you are fairly fortunate. The average current street bike have been getting more comfortable riding positions and luggage is becoming more common. Thirty year old ideas about engines and chassis abound throughout the market. Gizmos and power are about the only thing that really changes. Except maybe radial mounted brakes. Boy howdy!

        • Motoman says:

          Cartridge valving and fuel injection are pretty big too. boy howdy?

          • Mick says:

            Cartridge valving debuted in the 1986 CR250, a two stroke, naturally. Even some Harleys had it twenty years ago. My 1995 916 Ducati had fuel injection. I’m sure it wasn’t the first.

            Both are a pretty big deal. Though I feel the fuel injection on street bike is such a big deal because it came as an alternative to those horrible CV carburetors. I don’t think it would have been nearly as big had street bikes been equipped with flat slides. Some bikes still come off of a closed throttle rather abruptly, a fuel injection issue.

            Some bikes do have trickle down suspension gizmos from the automotive industry. But they haven’t, to my knowledge, gotten speed sensitive suspension. That debuted on the Yamaha YZs in 2006 and is still an industry standard, and a Yamaha exclusive.

          • Jeremy says:

            Doesn’t the top tier Ducati Panigale also have speed sensitive suspension?

            Fuel injection is a great thing in my opinion. The control modules are pretty locked down these days, but you used to be able to tune them fairly easily to get rid of those abrupt throttle transitions and the lean spots in the range that the manufacturers programmed in for emissions.

            Yamaha closed course dirt bikes have a great interface for fuel injection tuning available for their customers. Makes you not miss even flat slide carbs at all.

        • Dave says:

          What are you referring to by “speed sensitive” suspension? Separate low and high speed damping circuits? This is pretty common. There are mountain bikes with this technology.

        • Max says:

          I dunno. I don’t see a Duc or Trump ST anymore. I suppose there’s the RS, but they’re rare in the wild and $$$.
          It’s all gone Adventure. That’s fine if you got the inseam I guess, but I like the idea of this one. I’m a fan of the 17″ rims for rubber too.
          Z1000 is nice with the bags too, but can they find some other combination of color besides black on black or cartoonish green? How about that beautiful blue from their land yacht croozer?

  25. Sivan says:

    Suzuki must have hired new designers, the recent Hayabusa and GSX-S 1K are a different direction in quality, now this.

    On one hand, it’s quite attractive, but when placed next to a Z1000SX, they are strikingly similar. Same price point. So, new to Suzuki, but not really original.

    Rear shock situation a bit unclear. There is no remote preload, but zooming in there is some kind of crown that might offer tool-less adjustment. I also hope there is storage under the passenger seat, something manufacturers have been removing.

    I’d preferred raised clip-ons, and non-rubberized pegs. Shorter peg feelers likely indicates that the pegs are lower. That’s a welcome change from the old model.

    Nice bike. Hopefully the beginning of more fresh designs from Suzuki.

    • cw says:

      Actually, that crown you see on the shock looks like the place where an adjustment tool is inserted.

      Maybe remote pre adj will be offered as an accessory.

  26. larlok says:

    So the easy start system allows for a simpler starting procedure. So this is easier than pressing a button?

    • c w says:

      Easier than holding said button until engine fires.

      And easier than having to pull clutch lever even though already in neutral, which is an old safety measure Suzuki stuck with a lot longer than anybody else.

      Integrated with the same system is also the low RPM assist stuff.

  27. Gene says:

    I like it. I wonder if Yamaha will come back swinging 🙂

    • Bob Krzeszkiewicz says:

      I’ve read about more people thinking that Triumph should be paying attention and resurrecting the Sprint ST with the 1160 motor.

  28. Delmartian says:

    Most of the bike looks pretty good EXCEPT the front, ummm, snout ? I get the fact that LED projector headlight technology allows much smaller units than traditional halogen allows, but these simply look odd. Just because you can now make headlights that are ultra-tiny and squinty doesn’t mean that it’s right, at least not from a design standpoint. And then because the headlights are so small Suzuki went all-in on bringing the front of the fairing essentially to a crease. I dunno, perhaps it’ll grow on me over time, especially if and when other manufacturers start copying the look and it soon become de rigueur. That being said, you instantly know good styling when you see it, and this pinched front windscreen/fairing/headlight assembly ain’t it.

    • JCloyd says:

      Yeah…you are right. It’s no Ducati 916 from a visual design standpoint. But that is the case with so many new designs that seem to have adopted this ultra-angular “stealth fighter” look. It’s not a bike you will look at in 30 years and remark, “Timeless”.

  29. Jorma says:

    Ballpark,150RWHP, from a high revving smooth 4 cylinder engine, with a chassis and aerodynamics to be stable at high speed. Up until about 25 years ago no human had ever had such power in their own hands on a cycle and tens of thousands of miles of smooth highways to fly along the surface of this world on. I seriously doubt that such a thing will be possible for most people in the not so distant future. What was just a pipedream for all human history until just a few years ago at any price, now there for the taking by anyone. There are decent used candidates in this category for $4000. Times running out.

  30. Jeremy says:

    I don’t know why, but the mirror stalks seem gigantic on this bike. I bet it has a great “Stick ’em up!” effect when viewed head on.

    I personally think it is a good-looking bike. I’ll be interested to see where they price it.

  31. ABQ says:

    The good news is that it is a pretty bike. I like blue, and so does the public. Everybody compliments my blue motorcycle. You know that Suzuki will be fast. It even looks fast standing still. With that 5 gallon gas tank it will go a long way, and you will want to ride all day.

    The bad news is that it is a computer bike. I like the sound of the engine and the country road. That’s all.

    • cw says:

      So…don’t connect headset to the system. Neither that or a mobile device are required for operation.

      • Bob Krzeszkiewicz says:

        But that seems to be what the difference is between the GT and GT+…connectivity stuff mostly and the cases. We’d likely save 2500 by just buying the base GT and cases separately.

        • cw says:

          Exactly ;-).

          The official code for this is the GSX-S1000T. I’m hoping that means there will be a plainer version with less fairing, no quick shifter and the more plain display from the naked bike.

          While I don’t need a connected display and prefer the “feel” of real gauges, I find connected displays more useful on a bike than a car (where I can easily mount ancillary electronic devices). On a joyride, they are less useful, but on long rides (I’ve done 3,000 to 4,000 round trips a few times) they are very helpful. I’d prefer that mfgrers just do away with the display altogether and just mount a place for me to put a mobile device than connects to the bike to display necessary info. As long as there’s a computer running the thing anyway, I want to be able to interface with it. Computers have been running these things for 20 years now.

  32. newtonmetres says:

    No centrestand? Hope the tank holds 21 lt. Be great if they had put A B-KING engine in it.

  33. Wes says:

    Looks an awful lot like a H2SX…I think I’d rather have the SX as well. Too little too late. Not that it’s bad, but would it be better than a 2009-2010 Concours at $5K? Probably not for the $$

    • Dave says:

      I was thinking this was a more natural competitor to the Ninja 1000. The Hyabusa is closer to being the natural competitor to the H2sx. It’s nice to see something new, with new features from Suzuki, anyway.

    • fred says:

      I like it. Perhaps not enough to persuade me to get rid of my ’08 C14 to buy it, but close. All bikes are compromises, but the only thing that bugs me about this bike is the one-eyed low beam. I could probably live with it, but it would annoy me. The rest of the bike is quite acceptable, even enticing.

  34. Rendell says:

    I remember seeing the Aprilia Futura in silver and it was thick and fat in comparison so I do not understand why anyone thinks they look the same. Futura has a totally opposite headlight set up and has a bulbous fat front. Futura has a fat one piece banana type seat. It was comfortable though. The GSX-S1000 is lean and muscular in comparison. It is pretty sexy and looks fast just standing still. It sort of looks like a R1 in the face, which is good! I am attracted to the blue with the matching colored wheels. Very R1 Yamaha-esque appearance but damn Suzuki did an amazing job on the appearance. I really want one now but I just sold my 12th sportbike and said I am done riding and Suzuki comes out with this… I am very tempted. I am not hating on the Aprilia Futura but when it came out it was not that fast and more on the touring side so I bought a Honda RC51.

    • Sean says:

      I don’t think anyone said it “looks like” a Futura. I said it reminds me of the Futura. There are definitely similar lines otherwise multiple people wouldn’t have mentioned it.

  35. mickey says:

    The motor and handling will undoubtedly be worthy. Its a Suzuki.

    Now the aftermarket mfgs will salivate about making seats, windshields and handlebar risers that will make the bikes usable for the majority of owners.

    • Motoman says:

      Not sure about bar risers mickey. Rider seems pretty comfy/upright. Probably ideal for the purpose I’d say.

      • mickey says:

        I think every mc forum I have been on in the last 15 years, the 3 big things riders change first thing, are risers, seats and taller windshields.

        Dont expect this to be any different.

        • TimC says:

          I didn’t know blind people can ride motorcycles – look at the pictures man! The bar is higher than Cheech and possibly Chong.

          • mickey says:


            Look TimC, I read that you’re “on record” for not carrying for my posts, or me personally, or both, and that’s fine.

            Why don’t you do everyone a favor and just ignore my posts, and knock off the snide little wisecracks and personal attacks.

          • TimC says:

            m – Nothing personal, this is purely objective. Not only am I observing the position of the bars relative to the seat, I also saw an opportunity for a Car and Driver level metaphor. If I could come up with these more often, I’d probably be a Road Test Editor, but here we are.

            BTW I suggest not taking The Internet quite so seriously.

          • Motoman says:

            Of course it’s personal TimC. Mickey is a person, you are a person. And it was a sarcastic, personal comment.

          • TimC says:

            Ah I didn’t realize this is a Safe Space.

          • todd says:

            Great, now we have another dick to put up with.

        • Motoman says:

          Probably not the right bike if you want a higher bar. Although I will say I am perfectly sized for Japanese bikes (so it seems over the years) at 5’7″

  36. Giving us a chain on a sport-TOURING motorcycle is actually giving us the shaft.

  37. VLJ says:

    So, a GSX-S1000F with an Aprilia Futura front end, R1 robot headlights, optional hardbags, and a million electronic gadgets.

    And a sixteen-year-old motor.


    • Dave says:

      Same 16 year old motor that ran faster laps in a 15 year old GSXR 1000 than a new Pannigale? I don’t think very much has changed in inline 4-cylinder engine design in all this time. It was a great engine then, probably is still.

      I get the Futura comparison. My first thought was “is that a street-beak?”. It’s got a really long nose.

    • Silver says:

      That 16 year old motor is one of the greatest ever made. Do some research

  38. Neal says:

    Like the R7, it looks better being ridden in videos than it looks in the press stills. Glad to see Suzuki putting something new out that looks to be more than competitive in its class.

  39. Mitch says:

    Massimo Tamburini would be dancing with joy at this design. Bravo Suzuki!!!!

  40. Sean says:

    My post mysteriously disappeared (sigh), let me try again. Just 3 thoughts…

    1) First glance reminds me of the Aprilia Futura
    2) One headlight low beam should not be a thing anymore.
    3) Looks very utilitarian, but I’m sure it’s in a sweet price point since the GSX-S1000 platform is not used in several models.

  41. John says:

    Well. That’s hideous.

    • randy says:

      What do you consider NOT hideous? This is far better than the damn “mad hornet” look that’s been so pervasive. The Kawasaki bikes have become hideous from that very thing. This look is at least, more “standard with some sport thrown in.”
      Are you a retro fan? An adventure bike fan? I repeat. What kind of bike appeals to you?

  42. Sean says:

    Interesting. Looks like them might be going for the FJR crowd? (since it’s long in the tooth relative to new bikes, and I’ve heard rumors it’s going away). Looks smaller and lighter tho, only thing missing is the shaft drive, but it’s got all the tech. At quick glance it reminds me a bit of the Aprilia Futura. Looks kinda cool, if a bit utilitarian.

    DO NOT like the single low beam headlight. When are manufacturers going to learn this is a horrible aesthetic, and a horrible idea.

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