Ignore the attractive price for a moment, because Suzuki has improved the 150-horsepower naked bike for 2021. The engine is now Euro 5 compliant, runs an additional 1,000 rpm, and although the peak torque has decreased, Suzuki assures us that the torque curve is smoother and bigger than before. There are new electronics, a new instrument panel, a standard fast up and down switch, and conventional traction control (TC) with more refinement. There’s also a bold new Look
This is more optimization than a complete overhaul, and remember that the roots of this engine go back to the GSX-R1000 K5 of 2005. Capacity, bore and stroke, and compression are the same as before, with new camshafts, cam chain, and valve springs, as well as a new sliding clutch are among the most significant changes. There is also a brand new exhaust (to meet Euro 5 standards) as well as smaller and lighter electronically controlled throttle bodies. The 40 mm (from 44 mm) throttle bodies are designed to provide a more even feel when opening.
The end result is an increase from 150 hp at 10,000 rpm to 152 hp at 11,000 rpm — not a big step. But the increase in the speed of rotation is interesting. The maximum torque has increased from 108 Nm at 9,500 rpm to 106 Nm at 9,250 rpm, but the crucial torque curve is now smoother, with a noticeable increase in the medium to high speed range.
There are three simple driving modes to choose from that change the character of the engine
and power curves, but still give full power. Modes have always been called A, B, and C, but now someone in Marketing has decided that they are active, easy and convenient. Suzuki has been criticized in the past for its sharp or aggressive refueling, but this was corrected mainly in the new 2021 model.
A (or active) is still a little too keen and I don’t know why you would need it. Some drivers may prefer an eye-catching throttle, but I opted for the softer b mode on the road and on the track. C… sorry, comfort … offers a noticeable change and would be ideal for inexperienced drivers or if the conditions are difficult or if you are on a new rubber. But I passed 95 percent of the test in the B… sorry, again… Basic mode.
The change in peak power between the old and the new bike is barely detectable, but the change in torque. I was pleasantly surprised by the propulsion of the four-cylinder engine derived from the GSX-R1000. The low-end torque increased by a fraction, but it was the middle class that was impressive. He rides like a bike with greater capacity and with real grunts — I like him. A couple of times I’ve cycled a few gears on the now standard up and down Quick Shifter for quick overtaking when it really wasn’t necessary. The quick shifter works well and is also a bonus in the 2021 model. Drive the couple, drink the charismatic exhaust sound – for a Euro 5 compliant bike, it doesn’t sound half bad – and have fun.
If you want to put your head down and chase your friends on their much less comfortable sports bikes, the GSX-S1000 will deliver. It is now turning 1,000 rpm higher at its soft speed limiter and is faster than I had expected. I don’t know why, but I didn’t think it would be so grumpy, but then I remember the old GSX-R1000 K5 and that even in today’s world, 150 horsepower is still more than enough.
If the TC is disabled, which is possible on the road, a clutch key will send the front wheel to the sky with a little aggression in the first two gears and even in the third. The no-frills engine makes it a fun and usable bike – happy to ride with its torque or hang on to much sportier machines.