VOLUME 59 ISSUE 20 MAY 17, 2022 P89
shape possible while
still making for ergo-
nomics that won't have
the rider screaming
blue murder after an
afternoon onboard. There are
many intricate cut outs in the
fairing, front guard, and wind-
screen to reduce the amount
of air that reaches the rider.
The windscreen is of particular
note as its curved shape and
folded edges are designed
to deflect that air that would
normally smack into the rider's
shoulders at speed.
After having to make an
emergency dash back to
SoCal and thus spending the
best part of 300 miles on the
freeway, this little addition to
the aero was a very welcome
one for me. The ride is quiet
and unruffled at highway
speeds, although I'd probably
have gone for the optional
70mm higher screen if I had
the chance.
The GT+ and GT
are the new sport
touring versions of the
$11,299 GSX-S1000
that we tested a few
weeks ago. As such, you get
the same 999cc inline four-
cylinder motor, six-speed
gearbox mated to that divine
quickshifter we waxed on
about in the GSX-S review.
You also get the same chas-
sis and the same KYB fully ad-
justable suspension, although
it's the rider suite of electronics
and the ergonomics/body-
work where the differences
begin to shine through.
The GT+ is aimed at a real
roads sport rider, one who
will likely cover much bigger
distances than the guy on a
GSX-S, so Suzuki's added
a few creature comforts in
the GT+ package. Suzuki
has spent a huge amount of
money and hours in the wind
tunnel to create the slipperiest
Thank the Lord!
Suzuki's given us
a proper dash
on the GT+.
