2021-on Suzuki GSX-S950 review - four-cylinder naked roadster that can be restricted for A2 licence

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.

Our Suzuki GSX-S950 owners' reviews don't show anything too concerning on the reliability front either.

Suzuki claim the GSX-S950 can deliver 46mpg, which is probably a bit optimistic however does mean low 40mpg figures are realistic, and the service intervals are the same 4000-miles (ish, technically every 6000km, which is averaged to 4000 miles and 3500 miles) with valve-clearances at 14,500 miles.

Costing £10,150 on the road when launched, and making 93.7bhp, the Suzuki goes up against the likes of the excellent Triumph Trident 660 (£7395, 78.9bhp), Honda CB650R (£7399, 92bhp), Yamaha MT-07 (£6902, 72.4bhp), Aprilia Tuono 660 (£9700, 93.7bhp) and Ducati Monster (£10,896, 109.4bhp), all of which can also be restricted to A2-legal.

In this company it (on paper) tops the performance tree in full-power mode (the Ducati is technically 94bhp on paper before restriction, in reality it's 109.4bhp).

It is also the second most expensive with only the higher-spec Tuono close to its price point and Ducati Monster above it – both of which are, arguably depending on your preference for Japanese or Italian bikes, more desirable.

Suzuki have removed a bit of the GSX-S1000’s tech to meet the GSX-S950’s more budget-friendly price point, which is £1000 less than its sibling at £10,150 OTR.

Instead of the 1000’s five non-angle-sensitive traction control modes the 950 has three, it also lacks power modes and there is no up/down shifter. You still get ABS (non-angle-sensitive on both bikes) as well as Low RPM Assist and an LCD dash.

Do you miss any of the tech? Admittedly it is a shame the 950 doesn’t even have the option of adding an accessory shifter, which is a glaring omission, but power modes are pretty irrelevant on a sub-100bhp bike (even more so on an A2-legal one...) and the ABS and TC systems are effective and welcome to have.

So overall, no, in isolation you don’t really miss the tech. Compared to its rivals, however, it is left a bit lacking.

Even some cheaper machines have connectivity in their instruments while rivals that match the Suzuki’s price point such as the Ducati Monster and Aprilia Tuono 660 have IMUs bringing angle-sensitivity to their safety assists as well up/down shifters as standard fitment (or an accessory, depending on the deal). And Brembo brakes, which are good bling...

In terms of accessories, the GSX-S1000 and GSX-S950 are basically identical. Suzuki have a fairly well-established accessories range with bolt-on bits such as wheel rim tape, a pillion seat cover, carbon parts and crash protection all covered as well as two tank bag options.

Loads of aftermarket firms make exhaust cans, screens and other parts for the GSX-S1000, so you have quite a range of options if you want to change its look or up its practicality levels.