While I get the point in Suzuki building the GSX-S950, I struggle to see many new riders wanting to spend that amount of cash on their first bike and it only works for a very small niche of the market.
Basically, Suzuki are hoping someone aged 19 to 24 wants one and this rider isn’t fussed about riding a machine with over 100bhp when they gain their full licence, which could be in two years or when they turn 24.
That said, taller or heavier riders may appreciate the 'big bike' size of the GSX-S and it is also cool to be riding a machine that looks identical to its full-power sibling, despite being A2-legal.
Also, as it can be derestricted, it is far more a longterm investment than a pure A2-legal bike, which goes some way to help justify the initial investment. The main problem, however, is that rival 94bhp bikes are lighter and simply more fun to ride.
As with the tech, cost savings have been made on the GSX-S950’s chassis, not that you really notice them. While lacking the brand name, the Tokico radial calipers have all of the stopping power of the 1000’s Brembos and are also monoblock and radial in their design, so look the part as well as performing perfectly acceptably on the road.
Like so many of Suzuki’s stoppers, they are a bit weak in initial bite but on a bike aimed at newer riders this isn’t really an issue – if it is, upgrading the pads usually does the trick.
The KYB forks are a lower spec and lack any adjustment compared to the GSX-S1000’s items (the shock is identical) but again they are more than up to the job for road riding, delivering a good ride quality.
The overriding problem, however, is that the GSX-S feels like a solid and secure super naked minus its power, not an agile and light fun middleweight to match its 100bhp rivals such as the Ducati Monster or Aprilia Tuono 660, which both are about 30kg lighter.
The GSX-R1000 K5-derived inline four is identical to the updated 2021 GSX-S1000’s engine, so ignore the misleading 950 part of its name.
However where the 1000 kicks out 149.9bhp and 78.2ftlb, the 950 makes 93.7bhp and 67.9ftlb. Why? The rules are that to make an A2-legal bike, the original machine can’t have more than twice the restricted power threshold, hence the reduction in peak power.
In A2-legal mode, which is how MCN tested the bike, the GSX-S makes the required 46.6bhp, which is achieved through an ECU remap with no physical modifications to the bike itself, meaning getting it back to full power is a simple 'plug and play' reflash from a dealer.
Only peak power is measured so the 67.9ftlb of torque is unaffected by the restriction, which is great news. Even in A2-legal 46.6bhp mode the GSX-S sounds like it will rip your head off with a proper super naked snarling exhaust note, which is fantastic, but to ride it is a bit like a small dog with a big bark.
The power is initially impressive but by the time you pass 6000rpm it tails off and the engine just makes more noise rather than actual performance.
Far from a slow bike, you can easily hit 70mph and the torque is good in the low and mid-range, so if you are restricted to an A2 licence, you won’t feel too short-changed and the throttle response is good.
The inline four engine is used to running close to 150bhp, so in lower-power form it is highly unlikely to have any reliability issues.
The GSX-S is a solid bike and aside from a few grumbles about corrosion on the fasteners, all seems well. As the GSX-S1000 and GSX-S950 share an identical chassis, it is fair to assume the build quality will be equally as robust.
