Words and pictures: Wilhelm Lutjeharms
Naked… it should be a word that either gets you excited, aroused or has a free and positive effect on your mind. For us riders, that is the case when we talk about naked or streetfighter bikes. Although superbikes are for many of us the pinnacle of motorcycles, you sometimes want to sit more comfortably while still having…. close…. to all the performance the superbike variant offers.
A naked bike is hardly the lesser model compared to a superbike, as you are seated higher, have a slightly better view and are at all times more comfortable. There are also those enthusiasts who would argue that naked bikes look better than full fairing superbikes.
The moniker “GSX” can be traced back to as early as 1980 when Suzuki used it for the first time. There are plenty of models that have been given this name badge since, but what they all have in common is a high level performance. From the Hayabusa (full name GSX1300R) to the smaller capacity models. Suzuki’s latest 1000 cc naked comes with major upgrades which we’ve reported on before. We head for a ride in the Winelands to experience it in a different environment.
Design
Being draped in black, The GSX-S1000 does look menacing and intimidating, especially with those double stacked headlights. However, at the same time the all-black approach does hide some of the more interesting design features. For example, in the middle of the front fairing there are on either side two small winglets while the rest of the sharply angled, small fairing is clearly optimised to direct air along the engine and around the rest of the bike. The black frame further hides itself while the gold-coloured front fork is visually the jewel at the front of the bike. Even the alloy wheels are black.
In the saddle
One you’ve swung your leg over, it is a comfortable space to be in with the handle bars at an ideal height. The information screen is a good size and supplies the necessary details. This includes the usual trip information, fuel range left (distance and tank volume), a horizontal rev counter, gear indicator and as well as traction control settings (off and another four settings) and the setting for Suzuki’s SDMS system (Suzuki Drive Mode Selector).
However, as I head out, I quickly realise that in daylight this screen is not very legible. When it is overcast it is better, but in sunlight it simply doesn’t compare to some of its (in some cases more expensive) competitors hardware.
Not far outside Stellenbosch you will find Spier estate, one of South Africa’s oldest wine farms. A little further on from here there is a short road connecting two of the major roads leaving the Winelands town of Stellenbosch. Most of the day this is a relatively quiet road, allowing for a decent run without too much traffic
With the fluids warmed up, it is no surprise that the engine requires very little throttle input to leave all traffic behind. Even at a low 5 to 8 000 r/min there is an abundance of torque that only a 1 000 cc engine can give you. One of the surprising elements of this bike is how compact it is, even when you look down it is hard to conceive that there is a full four-cylinder engine beneath you. If you haven’t been on a 1 000 cc bike in a decade, you will be positively surprised by this bike’s size.
That is also the case when you start to tackle a few corners. The seat is not restrictive in any way, and moving around before and after you enter and exit a corner comes easily. And as with all modern bikes, the throttle is sensitive, but thankfully not overly so.
When you approach the red line, there is fortunately a gear shift indicator that lights up above the information screen. They already illuminate from around 8 000 r/min before they start flashing as you approach 11 000 r/min. Whether your ears are tuned to the sound of an inline-four that is about to hit 11 000 r/min or not, it remains helpful as you can see these lights in your peripheral view.
The Japanese are usually late in the game to adopt new technology, but when they do, you can be assured it will work 110%. That is exactly the case with the quick-shifter. Working both up and down, these shifts are nothing else but instantaneous. Apart from making shifting gears an effortless exercise, it is also pleasant to listen to.
There are three traction control settings to choose from, so depending on how much you want the front wheel to lift when you use the throttle, you can choose the ideal setting. If you have the necessary skill, switching it off will allow you to decide for yourself how to handle the bike at its performance extremities.
The brakes felt strong in all conditions while the level of comfort after a couple of hours in the saddle continued to impress. If you often travel above 200 km/h, you won’t be surprised to hear that owing to less aerodynamic flow compared to a superbike, and you as a rider sitting higher, you sense that you and the bike are not as stable as you would have been on a full-fairing motorcycle. However, on a mountain pass at lower speeds it will be hard to tell the difference.
It is hard to find fault with the GSX-S1000. As with most Suzukis it is well priced and it goes without saying the reliability and low maintenance expenses are included in the price. These types of bikes offer such a beautiful balance between performance and everyday rideability. A track day outing or an exciting commuter, this GSX will cover it.
