Road test of SuzukiGSX-S 950 2022 You'll recognize it between 1000... or rather 950

2:30 pm , the sun confirms that it's going to be an excellent travelling companion this afternoon, so I grab my helmet, my leather, approach the GSX-S 950 and throw up... after this short, trying moment, I curse myself for having succumbed to the call of some obviously not very fresh sushi. It's going to be all right, though, and the prospect of a nice ride cheers me up - after all, the sky is blue, the birds are singing and the roads are deserted.

on first approach, you notice that the new GSX-S range has been given a facelift. Like its big sister, the GSX-S 950 now has a more aggressive design, with taut, sharp lines for a modern look. The somewhat disturbing look of this front end, with its superimposed LED lights, makes me wonder if I'm about to be transported into a Hollywood movie where big robots fight to save the earth. The younger generation of motorcyclists may be more sensitive to this aesthetic innovation, but I'm not sure. It's likely to be remembered like so many other models with misunderstood aesthetics. Let's skip this misunderstanding and continue our discovery, this time it's the front indicators that catch my eye, positioned too high and too big for my taste. This GSX-S would have deserved slimmer, more discreet indicators to accentuate its aggressive look. I do, however, like the textured, carbon-fiber imitation motifs on the top of the headlamp and on the sides. The new GSX-S coded key and these textured parts are elegant and modernize this Japanese roadster. Particular attention has also been paid to the bike's aesthetics, with grey anodizing of the fork covers (gold on the 1000 version) and the silencer.

On the left, the GSX-S 1000 - on the right, the 950. Almost perfect mimicry for the Suzuki sisters

it's easy for me to get on this mechanical steed, and my position, at a height of 1.70 m, is pleasant, neither too upright nor too far forward. I'm not struggling to keep the bike upright, and we're not engaged in a battle with weightlessness: support is solid, and there's no need to worry about running red lights or looking for kerbs to help me stop. With its comfortable saddle, you can say good-bye to hamstrung and numb tushes after long jaunts. It contrasts sharply with the saddles fitted to previous generations of motorcycles. Well-positioned rear-view mirrors give you a good view of what's going on behind you. Be careful, however, when handling the 214 kg (all tanks full) at standstill, which is not necessarily easy for novices.

i turn the key, and the full LCD dashboard lights up. The GSX-S makes eyes at me in white on a dark background. The screen is particularly compact, but brings together all the important and necessary information with a few colorful touches: speed, engine speed, mileage, gear engaged, fuel level, range, etc. In addition to this, there are a number of indicators on the instrument panel. In addition, there are LED indicators for turn signals, high beam, neutral and malfunction indications. Trying to navigate the menu via the control panel almost makes me seasick. Still brewing from earlier, I prefer to put an end to my navigation, which is not really intuitive either. It's a pity that the menus aren't simpler; neophytes like me will have to slog through the user manual to understand anything. It's worth noting, however, that whereas the GSX-S 1000 offers 5 traction modes, the GSX-S 950 has just 3, to adapt to different riding styles and conditions.
Just press the start button and "easy start" technology kicks in. There's no need to force the button, just push it and the engine starts. Obviously, we're disappointed by the sound made by the engine, which complies with the sacrosanct Euro.... standards. Fortunately, nothing is ever irreparable.
As I hit the road, the first thing I notice is that the luminous screen becomes unreadable with the sun at my back. Is this due to the matte effect of the screen or the overly dark colors? Note, however, that it is possible to invert the colors to obtain a white screen background, perhaps brighter in this type of situation.

Full LCD instrument panel, but difficult to read in sunlight

the engine noise is discreet and accompanies me throughout my ride, the gearbox is smooth and pleasant, cooked up Suzuki-style. The mill pushes gently, acceleration is smooth and jolt-free, but it's hard to get the most out of the machine because on the bridled version, I quickly find myself stuck, easily reaching my limits: at 6,500 / 7,000 rpm, acceleration becomes less forthright and speed progresses slowly before stagnating. But with a 99€ unlocking at the dealership, the lucky owner will have a bike that's even more playful, certainly capable of pulling out all the stops for some good thrill-seeking, thus avoiding having to change bikes at the end of the 2-year probationary licence.
This bike inspires confidence, allowing a semblance of thrill-seeking without putting itself in great danger. The normal roadster position, not too far forward and not too upright, protects the body from the fatigue of a day's riding and provides a good feel. Braking is reassuring, not really biting, but sufficient for a beginner. The Brembo calipers found on the 950's big sister are certainly more precise, but let's not forget that on this model we have Tokico calipers. However, there's no protection against the wind: the speedometer is at tank height and the windscreen is an option available at the time of purchase. I strongly encourage you to spend a few bucks so you don't have to deal with arm-wrenching at higher speeds.

as for the control unit, it's impossible to adjust the clutch shift, but with my small hands and after a day's riding, I didn't cramp up as I sometimes do. At the same time, the clutch's disconcerting yet highly pleasant flexibility must be a major contributor to this comfort. The Suzuki Clutch Assist System (SCAS) is the real novelty: an assistance device that complements the anti-dribble clutch. SCAS increases clutch pressure during acceleration. This makes the motorcycle's clutch feel very smooth, relieving pressure on the hand and preventing the rider from cramping up after long rides. This system is a good alternative to the absence of a shifter, and means less fatigue.
In this test, the quality of the roads and the power of the bike made it difficult to judge the traction control system, but this already well-known technology is a lifesaver in some laborious situations.
The operation of the Low RPM Assist at start-up is totally transparent, assisted by the TI-ISC (Integrated Idle Speed Control), which smoothly increases idle speed when starting off or riding at very low speed, greatly eliminating any risk of stalling. Complemented by the SCAS, presented above, starting off is much simpler and smoother.

one drawback for travelers, however, is that the space provided under the saddle offers nothing more than a space for a disc block, a backpack that's a must for every ride with this roadster. Concealed under the seat are 2 helmet clamps for attaching your helmets when riding. Check that these don't scratch the bike, or that they can't be stolen, as the fasteners are made of fabric and can easily be cut with a sharp object. Another drawback is the lack of a passenger socket, apart from the rider's, or an additional tank handle. Is the GSX-S 950 a jealous mistress who wants exclusivity?

so we're off to discover the Panoramique des Dômes, not the Auvergne. The GSX-S is now ready to show us its energetic potential, revealing itself to be far more at ease than its size and displacement would suggest. You come in fast, almost hard, on the big curves, you hold your gaze, you keep the throttle, you cast your gaze without thinking inside the long bends, and the bike follows the trajectory with impressive ease. Whether it's on long S's or fast corner changes, the Suz tackles with the lightness of a 700. Improvised tightening of the trajectory, more or less muscular speed of execution, it's a pleasure to ride the GSX-S's chassis with joy and nervousness. It doesn't flinch, it executes, it leaps, it links, it straightens, it dives, it has fun, and it's a real joy to ride. When the going gets really tough, the suspension may be a little soft, which is good for overall comfort, but perhaps a bit of a handicap for first-rate daredevils. This roadster can cope with a lively pace or more, while maintaining comfort on the road and in town. Equipped with a 19-liter fuel tank, priority is given to the pleasure of riding, while reducing the number of refueling trips.

the beauty is available in 3 colors: Triton Metallic Blue, the main color and fetish of the brand's sports bikes, a matte black dress and, exclusive to this model, a contrasting and trendy combination of red and white delicately named "Pearl Brilliant White"
Numerous options are available for customizing your GSX-S 950. These are the same as for the GSX-S 1000: windscreen, heated grips, aluminum handlebar ends, anodized clutch and brake levers, aluminum lever guards, custom rider seat, frame sliders, front and rear axle sliders, carbon front and rear mudguards, carbon alternator cover, etc. Colored Brembo calipers are only available for the 1000 version.
The GSX-S 950 will be well worth a visit to your local dealer, either for purchase at €10,399 or for a long-term lease (LOA) of €155 per month over 37 months, with a €950 down payment.

it remains to be seen whether its avant-garde design will win it over. The difference in equipment with its big sister will certainly enable young licensees to access a well-equipped motorcycle, with the reliability of a brand like Suzuki, but older adventurers will undoubtedly turn to the superior version. However, we must acknowledge Suzuki's commitment to offering a resolutely modern motorcycle aimed primarily at young licence holders.

By Céline Navaronne
Image credits: Suzuki & Céline Navaronne