The announcement of the new Suzuki sport touring models, the GSX-S1000GT and GSX-S1000GT+, created an overwhelming positive response from our readers.
Suzuki has now announced pricing for all three models, including the naked GSX-S1000 for 2022. Here is the announcement from Suzuki:
Brea, CA (September 28, 2021) – Suzuki Motor USA, LLC unveiled the all-new 2022 GSX-S1000GT and GSX-S1000GT+ last week to enthusiastic industry response. Riders, dealers, and the motorcycle media were eager to see the new Suzuki Grand Touring models that deliver the most up-to-date features and technologies. The GSX-S1000GT and GSX-S1000GT+ join the new 2022 GSX-S1000 to complete the GSX-S1000 series of Suzuki Street and Grand Touring motorcycles for 2022.
After such a strong positive response, Suzuki is pleased to announce special introductory pricing on the all-new 2022 GSX-S1000 line. Set to arrive early next year, these new Suzuki motorcycles represent another level of value, comfort, performance, and technology for Suzuki riders while being competitively priced.
“We are gratified to see the positive reaction to the new GSX-S1000GT and GSX-S1000GT+,” said Kerry Graeber, Vice President, Division Manager MC/ATV Sales and Marketing. “These two amazing Grand Touring motorcycles when combined with the naked GSX-S1000 streetfighter will bring Suzuki customers exactly the type of new Suzuki they have been looking for and we can’t wait to let our customers experience all three of these incredible new machines.” Graeber added that the MSRP pricing structure will give Suzuki dealers a tremendous opportunity to achieve strong sales success with these models.
2022 Suzuki GSX-S1000 MSRP: $11,299*
2022 Suzuki GSX-S1000GT MSRP: $13,149*
2022 Suzuki GSX-S1000GT+ MSRP: $13,799*
Head to your Suzuki dealer today to reserve your all-new 2022 Suzuki GSX-S1000, GSX-S1000GT or GSX-S1000GT+. Visit SuzukiCycles.com to learn more!
*Introductory Pricing
Don’t but this bike unless you think the gear ratios of a race-replica literbike are adequate for touring or even enjoyable street use.
Glad to hear it will be available in the MotoGP blue, although that dark blue is attractive too.
I think this will be a great bike. Yea, I’d rather have a shaft, and since that’s not available I’d RAELLY like to have a center stand. Ever try to plug a flat rear tire and then blow it up on the side stand in the middle of nowhere? Plus it does make chain maintenance easier, although that is less of a hassle than it used to be. Still it must be done occasionally.
For the money, it’s a winner IMO.
I like this bike. The price and look are great for me. Start rolling the inner mental movie. This bike is beneath as we effortlessly pass a group of Harley’s clogging up VT100. I enter the next corner a little hot and simply tip her in as the bike absorbs the corner like a Cookie Monster eating cookies. The sky is as blue as my GF’s eyes as she holds onto me a bit tighter and says, “Thank God you got by them”. We roll towards the little known park where we pull out our Helinox chairs and table along with our picnic lunch from the cavernous hard saddlebags. As I have lunch I look back at this bikes all day comfort, high speed transit with appreciation. I’m too young for the Goldwing, I say to myself. Yet old enough to appreciate this bike. We mount up and I switch on the heated grips as my hands got a little chilled at lunch. . .
Dream ends with me wondering how buzzy that inline 4 motor is. How effective those lights really are mid corner on New England back roads. I’m looking forward to a ride review.
I’ll be one to jump on the centerstand bus. Not only does it make chain maintenance, airing up, wheel removal and flat repair easier, it makes cleaning the back wheel a breeze! My Bandit had a centerstand and it was used often. The extra weight was never noticed.
It is very hard to fit a center stand now a days. The ever stricter emissions, has required the use of the space usually occupied by a center stand, to now be occupied with a bread box catalyst.
I’m also clamouring for more info on the Mandello and it’s accessory list.
I’m guessing Ducati dropped the ST line, not just because of lower sales numbers, but because it shared far less common parts with the other bikes in its lineup, making it more expensive to build and having to decrease profit margins to keep the MSRP reasonable. A shame, because I really wanted the ST3. Only the insurance costs kept me away from it.
I rally want to see Triumph get back in the ST game. But this would be an oddball as well, sharing very little with any of the other bike platforms.
Decisions, decisions…so many terrific choices. I’m still emotionally and mentally fixated on the 2022 Yamaha Tracer 9 GT as the perfect steed. The 9 GT was designed with three priorities: comfort, handling, and performance, in that order, which perfectly aligns with my priorities. Example: we recently bought a RAM regular-cab pickup truck strictly because of the seating, while usually we’re a Lexus/Toyota family. My wife says she prefers her RAM seating over a first-class Delta Airline seat, or any other couch or chair in our house. Granted, RAM is to pickups as Harley is to motorbikes, but comfort rules at my age (60s).
If you want to go touring, shaft drive is the way to do it. Lubing the chain every day and not having a center stand to do it, is a bother. That said, I’d look again at the FJR 1300. A 2019 or -20 would be about the price of the Suzy-Q.
Lubing the chain *every day*??? That seems excessive. Modern chains are pretty painless, unless you maybe ride in wet sand a lot?
I have 65K on my ’09 Multistrada, I barely pay attention to the chain, and I’m on my 2nd one. I think the first chain lasted something like 40K or 50K miles with minimal lubing.
I have the same experience with modern chains. Perhaps people that make these comments have never lived with them and just listen to others without any research.
Modern chains: light weight, maximum power to the wheel, easy final drive gearing changes, long service life with minimal maintenance.
I agree. I have x-ring chains on all of my bikes. After the initial break-in (maybe 100 miles) no further adjustment is necessary. The only time I lube my chain is after I clean it. You can literally ride across the country without ever touching the chain.
Absolutely excessive. O-ring and X-ring chains are maintenance free as far as I’m concerned. Just spray it after a wash and dry to keep the outside from corroding and looking nice.
I admit I was concerned, after selling my BMW R bike and got the Ninja 1000 and took my first trip on it that totalled 6500 miles. Probably half of the trip was rain and I spent a full day in Death Valley, even off-road.
Truth is that, it only needed the borax and dirt washed off, then re-sprayed to keep looking nice.
Sure, I know about lubing a chain every 600 miles, and that’s what I do, but I live in sunny Southern CA. If you’ve ever been caught in a drenching downpour for half an hour, as I have, and don’t re-lube your chain as soon as possible, you’re going to get stiff links and end up replacing that chain. The recommendation to lube your chain every day if you’re touring and presumably covering 400 miles a day or more, is from the Service column of Cycle World when it used to be in print. Chains today are generally excellent, and Regina even has a chain on some BMWs that never needs lubing. I’d like that. Still, if I went on a long tour, and I’ve been thinking about it, it’s nice to have shaft drive and never need to think about chain maintenance. You went to see stuff, not to stop and maintain your bike.
I had a t-shirt that read “The ride is the reason, the destination is just an excuse.” Although I like seeing stuff, that isn’t the reason I ride.
That sounds like it was written in the 70’s. While I haven’t ridden as much this past year, I honestly don’t remember the last time I lived.my.chain, which has see rain and has no stiff links.
FJRs are great bikes, but you’d be lugging around an extra 100 lbs every ride with ~20 less HP to get that shaft drive.
More than that, the actual wet weight of an FJR with bags is 800lbs. You can find the thread on FJRowners. They are whales in comparison.
Cue the chain-drive apologists and their amazing intellectual contortions to justify it.
Would you folks still use a flint and stone to light a fire? Are you still replacing the tubes in you three-foot tall radio?
Yeah like shaft drive is some sort of space-age technology.
No apologies necessary. It’s not that complex although you try to make it so. Fact is, depends on personal preference and the type of riding you do. If you want maximum performance, chain drive wins hands down.
Why don’t cars, SUVs, and trucks have chain drive?
Poor analogy. I take your response as agreeing with me. If you want maximum performance on two wheels you use chain drive. If that’s not top of your priority list so be it. Chain drive on this Suzuki is a bonus to me.
Cars and trucks prioritize very different things than motorcycles do.
Flint IS a stone. If you use “flint and stone” to make fire, you’re not going to get very warm. “Flint and steel” works better.
Chains, belts, and shafts all have their place in the motorcycling universe, because each one has both strengths and weaknesses. There are good reasons why no MotoGP bike has shaft drive.
Lube everyday?
Never heard of the Scottoiler (no relation) then. It’s an auto-oiler that works really well once you get the application right and greatly extends chain life.
Lube everyday?
Never heard of the Scottoiler (no relation) then. It’s an auto-oiler that works really well once you get the application right and greatly extends chain life.
Or very much better, the Pro-Oiler, that delivers oil by pump dependent on wheel rotation rather than the primitive original Scott-oiler that worked by gravity and intake vacuum.
An auto-oiled chain, despite having internal lubrication, is far more efficient if the O-rings are kept wet with oil, and stays cooler too. If you are considering a Sport-Tourer, its a no-brainer to fit some sort of chain oiler, and preferably one designed to be adjusted precisely for the conditions of use. I certainly rely on Pro-Oilers, designed by a very clever English chap who is sadly no longer with us.
I think I’d get the S1000 and add a windscreen to it. I don’t care for hard luggage, either.
You’ve never had someone unzip your soft luggage and take stuff from you when stopping for lunch in a strange place, have you?
Lockable hard cases are awesome for LD touring and commuting into town. Can’t trust anyone these days.
The S1000 is an awesome bike though. Race-like compared to the Zook.
There is probably room at the table for a sport touring motorcycle. Riders who eventually move out of ADV motorcycles could end up in this segment. As far as the debate on center stands, if the design allows its a must. Something as simple as checking air pressure on a rear tire is greatly aided by the center stand, let alone checking the tire for debris ( 85% of flat tires are rear), chain adjustment, and of course chain lube ( I routinely get 50,000 miles out a chain / sprocket set because I lube the chain every 250-300 miles. In addition the center stand is a far superior way to support your motorcycle when parked.
I tend to do all maintenance in my garage – this way I don’t have to do it on the road. In my garage I have a collection of swingarm and front wheel stands, tie-down locations and a bike work bench. Center stands are certainly convenient, but in no way a deal breaker.
Why is it necessary to check air pressure with the tire off the ground? I also don’t know any bike where you would adjust the chain with the wheel of the ground either.
The other stuff, I’ll agree with. The Ninja 1000, lacking a centerstand, does make lubing the chain difficult, especially with the muffler in the way. But I can more completely fuel the tank, load the hard cases without stuff falling out and support the bike better when parked. Nicer to work on too. So, yes, I miss the center stand of my previous bike. The big Versys got a center stand even though the drivetrain and lower frame are the same. I guess that’s what you get for an extra inch of ground clearance.
I think what My2Cents means, is with the wheel in the air, you can turn the wheel so the valve core is where you can reach it. It just makes it easier. Without the stand, you have to roll the bike forward, or backward, and sometimes, the curb, the uneven ground or that your on a ramp, prevents you from finding the valve core. but these are all tiny infractions, one might point to, to say a bike is NG. Like not eating a cookie because “its broken in half”. Or I dont like that car, because i dont like how the inside of the trunk looks. you see. its only a small thing, someone can point to, to try and justify something is totally wrong.
Well, the trunk argument is real. 2 bodies in it isn’t enough anymore.
I was hoping this bike would have a center stand which is the only thing I feel is missing from my 2021 Ninja 1000. Without a center stand, to me it’s basically equivalent to the N1K in almost every way including price. Couple of advantages for the N1K are the remote preload adjuster on the shock, which I use a lot depending on riding loaded up for a trip or just around town, and an adjustable clutch lever which I use because I have small hands (circus folk). If I didn’t already have my bike, I might buy this because of the pretty blue paint, my N1K is the boring black and gray colorway. If you are in the market for such a bike, it will just come down to styling or brand preference or dealer preference.
The Zook is also missing the cornering ABS. The IMU on the Kawi is a bit better.
…Potentially a great value in the sport-touring segment…unfortunately though, the new “Suzy” comes up a little short like the Ninja 1000 and Guzzi’s new Mandello…NO CENTER STAND..a critical component in the world of sport-touring..(I’ve owned twenty BMW’s plus Triumph Sprint ST and an 800 VFR, all with center stands).
I can see the need for a center stand on the Ninja 1000 but the Guzzi is shaft drive so no chain maintenance.
I like center stands too, had a FZ09 and bought the FJ09 center stand parts to add it but it was traded for a goldwing before doing the mod.
The transmission oil, engine oil and different bleeding process on the wing are easier with the center stand.
so I think will be tire changes.
All my years of riding has taught me that chain maintenance on the road is a worthless endeavor. Only the chain slack is worth addressing if it gets bad, which I’ve never had happen on a road trip so long as the chain gets broken in first. I don’t care how many miles you’re going – the lube can wait.
Flat tires, however… That’s when a centerstand is worth its weight in gold.
I think this may be my next bike. My VFR 800 needs an update, Honda could never figure out what the VFR 1200 was supposed to be and the Ninja 1000 never really ticked all the boxes. Some will scream that it doesn’t have shaft drive so can’t be a real sport touring machine but it seems Suzuki has split right down the middle between sports and touring. It still has good power, weight is manageable and the price is very reasonable. Sign me up….
To me, shaft drive seems like a strike against “Sport” touring. Kinda’ like FWD and sports cars.
Agreed, you gain the ease of maintenance with the shaft drive but also the weight, the enemy of “Sport”. I do agree with the other comments that a center stand (or at least attachment points for an optional stand?) on a chain-drive “touring” bike makes life easier. I’m guessing the large Cat for the Euro 5 emissions don’t leave any room for one though. Compromise……
I like the idea of this bike and the pricing came in thousands below my estimate (although the asterisk says this is “introductory pricing”). My issue is that the catalyst placement seems to preclude mounting a center stand. I don’t mind the chain drive but, for a bike that’s obviously aimed at sporty touring, chain maintenance on the road is gonna be way more hassle than it needs to be.
Centerstand – ah I didn’t realize the exhaust was the problem, just figured so many bikes don’t have centerstands anymore. And yeah I can’t imagine doing a spray of the chain every few hundred miles on the road without one. Another win for Euro5.
With a competitive base price, and just $650 for integrated bags, this bike seems like Suzuki is serious about moving some hardware. This appears to be a better value than the recently released Yamaha Tracer 9 GT ($14,900)…I’m not sure I could live with the T9 automatic suspension that doesn’t allow rider adjustability.
I like the new bikes and pricing but am not sure about the claim that this is what Suzuki customers are clamoring for. An existing Suzuki customer for this bike, is probably a GSX-R rider open to something for comfortable. That entails stepping down to lesser suspension and an older engine. Maybe Suzuki got it dialed just right but it’s not obvious.
If GSX-R people are OK with their super close ratio gearbox for street use, I reckon the rest of the bike will be peach. The “older engine” is likely a better platform to tune a sport touring powerband onto, than the latest one. And the longer front to back engine, allows the use of a proper superbike swingarm on a bike which requires more wheelbase than a superbike.
If there is anyone I’d implicitly trust to get the sporty end of sport touring right on such a bike, it’s Suzuki.
The sticking pint, at least to someone who mainly rate bikes on how good they are at trundling through tight San Francisco traffic at no speed at all, is the GSX-S gearbox (which I believe is also straight from the older gen R)……. Too much clutch slipping in the city, yet still borderline too revvy on the freeway. But I suppose those who are looking for a real SPORT tourer, won’t mind so much. And might even prefer the “sporty” (more like racy…) close ratio box. I can’t imagine those guys, whoever they are, being disappointed.
Objectively, this is a good bike at a good price. It’s just that an existing GSX-R customer will be stepping down to lesser components and somewhat dated bike overall. It’s a weird new bike purchase proposition. Maybe like downsizing.
This is the sport touring bike which requires the least stepping away from the latest superbike machinery, though. Everything else, is an even further step away. Or “down,” if you assume a linear scale with the latest superbikes at the top.
The rest, are either gangly ADV bikes (S1000, Multistrada, Versys), more touring (Ninja 1000, Tracer), or hyperbike (‘Busa, Superduke GT) biased. While this thing is a 10 year old superbike with a longer wheelbase, more upright riding position, more electronics, some luggage and passenger accomodation and a very slightly (but still with that crazy top end rush which makes superbikes superbikes) detuned powerband.
Sport tourers are back! The pricing feels appropriate. Just a bit lighter and just a bit more HP than the Ninja 1000 for a bit more money. We’re still waiting on the V100 pricing and any details at all about the NT1100.
Yeh, right. Now someone tell Ducati who dropped a line of excellent ST bikes way back because of lack of demand. Probably just not sexy enough, plus the owners never wanted to upgrade to anything else because they were so good and, yes, reliable too.
Ducati also dropped the Sport Classic bikes a decade before the current “retro” craze. They don’t have great timing.
Add the upcoming Tiger 660 to the sport touring list, that might be the one to get.
When I lived in NYC, I saw a Sport Classic Duc (1100, maybe?) that an individual had hit with a (insert Japanese semi-lux CUV). I’m pretty sure writing the info of the car down to leave for the rider, the driver came out and drive away without ever noticing hitting the bike.
Then there was the time I came out and my bike was on its side…and the other time that someone had pushed my bike onto the roof of my car…
Street parking sucks.
Good point. While just anecdotal, I know a few fellow riders who have switched to GS, VStrom and other adventure/touring bikes instead of the more “agressive” VFRs and such. Could be that they’re getting older like me, and their wrists and shoulders aren’t happy after many hours on the road.
“reliable too” kek well done
Ducati also dropped the SportClassics a decade before the current “retro” trend. They haven’t had the best timing.