Changing Roles | Kawasaki Ninja 1000 vs. Suzuki GSX-S-1000F

Kawasaki’s Ninja 1000 ABS is square in the crossroads of Suzuki’s new 2016 GSX-S1000F ABS—Does it hit the mark?

2015 Ninja 1000 ABS versus 2016 GSX-S1000F ABSKevin Wing

When we last tested Kawasaki’s Ninja 1000 (“With A Sporting Intent,” December 2014), the second-generation version of Team Green’s 1,043cc sport-tourer basically had no competition, offering up a combination of midrange-strong power, amiable handling, and decent comfort that was hard to beat. Add a set of Kawasaki’s excellent accessory hard saddlebags, and you had yourself a superb travel companion.

Since that time, though, some changes have occurred on the sport-touring landscape. First, the newer, pavement-oriented "adventure-sport" genre of ADV bikes (such as the Ducati Multistrada 1200 S and BMW S 1000 XR tested elsewhere in this issue) are essentially crowding into the role that used to be the sole turf of sportbikes like the Ninja 1000, in both the consumers' and manufacturers' eyes. The introduction of Kawasaki's Versys 1000 in 2015 ("The More, The Merrier," April/May 2015) is a perfect case in point. While the Versys 1000 LT comes standard with hard bags, we couldn't obtain a set of accessory units for the 2015 Ninja 1000, and we got the distinct impression from Kawasaki that the company didn't want to promote that option for the bike (this despite components on the rear being tailor-made for the accessory bags). With sales of the ADV bikes still strong, you can be sure that the sport-touring waters will only get muddier as time passes.

But perhaps more important is that the Ninja 1000 ABS finally has some direct competition in the new 2016 Suzuki GSX-S1000F ABS. One of a trio of new liter-size GSX-S models—the GSX-S1000F ABS, the GSX-S1000 ABS, and the GSX-S1000—the GSX-S1000F's full fairing and sport-touring windscreen make it the perfect rival to the Kawasaki.

Suzuki GSX-S1000F ABSKevin Wing

Test Notes: Suzuki GSX-S1000F ABS + Good engine, agile handling + Great ergos, nice brakes - Slightly abrupt throttle response - Needs better range x A surprisingly good bang for the buck

Suggested Suspension Setting:

  • Front: Spring preload-8 turns out from full stiff; rebound damping-10 clicks out from full stiff; compression damping-14 clicks out from full stiff
  • Rear: Spring preload-15mm thread showing on shock body; rebound damping-8 clicks out from full stiff

Suzuki Tech Details Both the GSX-S1000F ABS (which we tested) as well as the standard and non-ABS naked GSX-S1000 models (which are basically identical other than the headlights and the F model's fairing) utilize a 999cc DOHC inline-four based on the powerplant from the heralded "K5" 2005–2006 GSX-R1000, which was then a quantum leap forward for the model in performance. New pistons in the GSX-S that are 3 percent lighter drop the compression ratio a tad down to 12.2:1 from 12.5:1. A new cylinder head with revised intake and exhaust ports holds mellower cams, all tuned for better midrange power. Those cams actuate stainless-steel valves instead of the ultra-light-but-expensive titanium valves on the GSX-R K5, and this results in a lower redline of 11,500 rpm versus the GSX-R's 13,500 rpm.

The new engine breathes through the same SDTV (Suzuki Dual Throttle Valve) 44mm throttle bodies as the GSX-R, though there is only one long-tip/10-hole injector per cylinder on the GSX-S rather than the GSX-R’s dual injectors. Like the valves, the 4-into-2-into-1 exhaust on the GSX-S is made from stainless steel instead of the GSX-R’s titanium makeup for cost reasons. The GSX-S’s less aggressive intent means that while the transmission is basically the same as the GSX-R, the clutch omits the slipper function.

With rider aid electronics now de rigueur with current sportbikes, the GSX-S comes equipped with a traction control system similar to the 2014 V-Strom that monitors wheel speeds, throttle position, rpm, and gear position but with three levels (plus off) instead of two and designed specifically for the GSX-S’s more sporting intent. The TC system can be adjusted on the fly via a rocker switch on the left handlebar switch gear.

The twin-spar aluminum frame is all new, with modern design and manufacturing technology allowing it to actually come in lighter than the GSX-R frame, and the swingarm is the same spec and size as the GSX-R item. The fully adjustable 43mm KYB inverted fork (which features a slightly higher internal oil level on the half-faired F model for more anti-bottoming properties) holds radial-mount, four-piston Brembo calipers clamping on 310mm discs, with a single 220mm disc/Nissin single-piston caliper out back. The GSX-S1000F and standard GSX-S1000 are equipped with Bosch ABS, with a non-ABS GSX-S1000 available for those who prefer without.

The Renthal Fatbar tapered aluminum handlebar has a nice comfortable bend. New LCD dashboard is a little cluttered and hard to read; wind protection from fixed windscreen is surprisingly good.Kevin Wing

Original Versus Remake Although we were disappointed in the build quality of the GSX-S750 ("Budget Blasters," October/November 2015), it was the complete opposite with its new literbike brother. The GSX-S1000F bristles with nice bits all around, starting with the Renthal tapered aluminum "Fatbar" handlebar that features a nice bend and puts your torso in a slightly more upright and comfy position than the Ninja's solid bar risers. There's also more legroom with the Suzuki, and the seat is flatter and more supportive along with slightly better padding.

We initially lamented the nonadjustability of the GSX-S’s windscreen compared to the Kawasaki’s three-step adjustable unit, but that was before we spent some time in the Suzuki’s saddle. Turns out that the GSX-S’s aero work was spot on, with less buffeting than the Ninja at highway speeds; even vibration seemed to be less of an issue with the Suzuki. In the Kawasaki’s favor, however, are slightly better fuel mileage (38 mpg average for the GSX-S, 40 mpg for the Ninja), and a larger fuel tank (4.5 versus 5.0 gallons for the Ninja).

The Kawasaki’s 1,043cc DOHC inline-four is no rehash of an older supersport engine; it was built specifically for the Ninja 1000 and its Z1000 naked brother (and has since made its way to the Versys 1000). The engine was designed with strong midrange power in mind, and the Ninja certainly delivers in that respect. Plenty of serious steam is available literally off idle, with strong acceleration in the lower half of the rpm scale, allowing the Kawasaki to get off the line or make highway passes in top gear with little fuss.

While the GSX-S powerplant certainly isn’t the beastly GSX-R1000 K5 mill we remember, it still gets with the program quite nicely in the GSX-S’s intended scope. Although the Suzuki doesn’t have the low-end or midrange torque of the Ninja, the dyno numbers don’t tell the whole story that the top-gear roll-on numbers do. Because the Suzuki’s engine revs quicker than the Kawasaki’s midrange-designed unit—in addition to the GSX-S carrying about 35 pounds less weight—the Suzuki comes off the corners right with the Ninja. And once the tach needle hits 8,000 rpm, the GSX-S begins to disappear off into the distance as the GSX-R-based engine continues making good power right up to the 11,500-rpm limiter, while the Kawasaki’s power curve and acceleration begin to flatten out. The only gripe with the Suzuki’s mill is a slightly abrupt throttle response that requires some care when getting back on the throttle in a corner.

Unlike the GSX-S750, Suzuki didn’t skimp on the GSX-S1000’s brakes, with Brembo monoblock/radial-mount calipers and 310mm discs providing good stopping power.Kevin Wing

And speaking of corners, the Suzuki surprised once the pavement began to curve as well, with its fully adjustable 43mm KYB inverted fork and spring-preload- and rebound-damping-adjustable shock providing surprisingly good wheel and chassis control. The Kawasaki’s older KYB suspension isn’t nearly as capable, with bigger bumps causing the fork and shock to blow through the first half of the stroke and then suddenly stiffen up in the second half, resulting in some kickback through the chassis that would upset handling in midcorner.

The GSX-S felt decidedly lighter on its feet than the Ninja in the corners, with easier turn-in and quicker response. While some of this could be attributed to the Suzuki’s wider handlebar, we feel a good portion of the agility is due to the OEM tire choice; the GSX-S’s OEM-spec Dunlop D214 Sportmax rubber provides quicker turning with more neutrality than the OEM-spec Bridgestone Battlax S20 tires on the Ninja 1000, which displayed comparatively sluggish turn-in and some resistance to steering input at full lean. Overall grip from both tires was good, though while the Kawasaki occasionally would touch down some pegs and hard parts during aggressive riding, the Suzuki’s pegs never met tarmac.

The Kawasaki KTRC and Suzuki TCS traction control systems performed well on dry pavement, with both three-level systems (plus off) providing very transparent intervention. Both system’s intervention levels were about the same, with the least intrusive level allowing a small amount of wheel slip but nothing that would allow the rear end to move anything more than an inch or two sideways.

Suzuki definitely didn’t skimp on the GSX-S’s brakes, with the radial-mount monoblock Brembo calipers and 310mm discs providing good stopping power with decent feel and modulation, even with the ABS. The Ninja’s brakes required more lever effort, and feel was lacking compared to the Suzuki’s binders. Both ABS setups were fairly transparent, with no mushiness or weird feel when the systems were active.

Kawasaki Ninja 1000 ABSKevin Wing

Test Notes: Kawasaki Ninja 1000 ABS + Torquey, midrange-strong engine + Fairly comfy ergos - Could lose some weight - Sluggish handling x Used to be one of the favorites, now...

Suggested Suspension Setting

  • Front: Spring preload-7 turns out from full stiff; rebound damping-0.75 turn out from full stiff; compression damping 1.25 turns out from full stiff
  • Rear: Spring preload-28 clicks out from full stiff on hydraulic adjuster; rebound damping-2 turns out from full stiff
While we have to admit that the Kawasaki's dash is beginning to look a little dated, it's still well designed, with the LCD panel easy to read with pertinent info.Kevin Wing
The Ninja 1000's 1,043cc inline-four mill puts out excellent torque and midrange, but it's a bit outclassed by the Suzuki GSX-R-based engine.Kevin Wing

Welcome Back, SuzukiIf there was one manufacturer that was hit hardest by the global financial meltdown, it was Suzuki. After years of hunkering down and weathering out the storm, it appears the company is finally beginning to show signs of returning to the performance status it held back before the depression.

While the new GSX-S1000F ABS’s low sticker price ($10,999, while the naked GSX-S1000 ABS sells for $10,499, and the non-ABS GSX-S1000 runs just $9,999) initially had us worrying that price-point design was going to stifle its performance, we were definitely impressed (and relieved) once we got to ride the latest Suzuki. Despite meeting that price level, the GSX-S1000F clearly outperforms the Kawasaki Ninja 1000, a bike that was already one of our favorites for sport-touring duty.

Looks like the Hamamatsu engineers are once again getting the freedom to show their handiwork, and it’s great to see. Now, about that new GSX-R…

Although it appears the Kawasaki has a distinct advantage below 8,000 rpm, it's different out on the road, where the Suzuki's quicker-revving engine and lighter weight even things out.Kevin Wing
Specs
Bike 2015 Kawasaki Ninja 1000 ABS 2016 Suzuki GSX-S1000F ABS
MSRP $11,999 $10,999
Engine
Type Liquid-cooled, DOHC inline-four, 4 valves/cyl. Liquid-cooled, DOHC inline-four, 4 valves/cyl.
Displacement 1043cc 999cc
Bore x stroke 77.0 x 56.0mm 73.4 x 59.0mm
Compression ratio 11.8:1 12.2:1
Induction Keihin DFI, 38mm throttle bodies, single injector/cyl. Suzuki SDTV, 44mm throttle bodies, single injector/cyl.
Chassis
Front suspension KYB 41mm inverted fork, adjustments for spring preload, compression and rebound damping, 4.7-in. travel KYB 43mm inverted fork adjustments for spring preload, compression and rebound damping, 4.7-in. travel
Rear suspension Showa shock, adjustments for spring preload, rebound damping, 5.4-in. travel KYB shock, adjustments for spring preload, rebound damping, 4.7-in. travel
Front tire 120/70ZR-17 Bridgestone S20R N 120/70ZR-17 Dunlop Sportmax D214F M
Rear tire 190/50ZR-17 Bridgestone S20R N 190/50ZR-17 Dunlop Sportmax D214F M
Rake/trail 24.5º/102mm (4.0 in.) 25º/100mm (3.9 in.)
Wheelbase 56.9 in. (1445mm) 57.5 in. (1460mm)
Seat height 32.3 in. (820mm) 31.9 in. (810mm)
Fuel capacity 5.0 gal. (19L) 4.5 gal. (17L)
Weight 510 lb. (231kg) wet; 480 lb. (218kg) dry 475 lb. (215kg) wet; 448 lb. (203kg) dry
Fuel consumption 35-44 mpg; 40 mpg avg. 36-46 mpg; 38 avg.
Performance
Quarter-mile 11.00 sec. @ 127.58 mph 10.64 sec. @132.68 mph
Roll-ons 60-80 mph/2.71 sec.; 80-100 mph/ 2.94 sec. 60-80 mph/2.64 sec.; 80-100 mph/2.94 sec.

Sport Rider Opinions Bradley Adams Age: 26 Height: 6'3" The first thing that comes to mind when I look at Suzuki's GSX-S1000F is, "What took you so long, Suzuki?" For years now, I and seemingly every Suzuki fan growing tired of sportbike ergos have been screaming for a GSX-R1000 with an upright handlebar. I think half of those guys got tired of waiting and just went ahead and built their own. The rest probably went and bought something like a Ninja 1000…

But now the GSX-S1000F is here, and I’ve got to admit, I think it’s worth the wait. No, it’s not technically a GSX-R1000 sans clip-ons, nor does it scream performance, but I think it’s exactly what the guy shopping in the sport-standard category wants (solid performance and comfort at a bargain price). On top of that it’s, in my opinion, better than the Ninja 1000, with more power, less weight, and better handling.Welcome to the party, Suzuki.

Kent Kunitsugu Age: 55 Height: 5'7" The GSX-S1000F ABS might not look all that flashy, but it's clear that Suzuki engineers were doing their homework this time. This bike is nothing like the disappointing GSX-S750; the engine has good power, the chassis and suspension work well, it has decent brakes, it's comfortable. And for less than $11K? This one is worth a look if you're in the market.

I can’t help but wonder if Kawasaki is shooting itself in the foot with the Versys and Ninja 1000 in the same showroom. One bike comes standard with bags, has better wind protection, plus some extras, for just $800 more. Meanwhile, the accessory bags for the Ninja will set you back a lot more than $800. I like the Ninja 1000, and with some accessories it’s a great sport-touring mount; I’m just wondering how long it’s going to survive in these changing times.

Ratings
Bike Kawasaki Ninja 1000 ABS Suzuki GSX-S1000F ABS
Fun to ride 8 8.5
Quality 9 9
Instruments & controls 8.5 8.5
Ergonomics 8.5 9
Chassis & handling 8 9
Suspension 8 9
Brakes 8 8.5
Transmission 9 9
Engine power 8 9
Engine power delivery 9 9
Ratings total 84 88.5
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