Power has jumped from 74kW (99hp) @ 8000rpm
to 79kW (106hp) at 8500rpm, while the torque is
down a whisker and it peaks 2000rpm higher. On
paper this slightly peakier torque delivery is not
a great look – but you’d never notice a reduction
from the ride experience.
The power delivery feels as strong as ever low
in the rev range and a little quicker from one
third to two thirds throttle, and feels stronger
as it revs more – rather than tailing off up high
as on the older models. As always, the engines
ride-ability and flexibility is top drawer, it’s a
real pleasure to use.
Along with Euro 5 compliance, the new
electronic rider aid package is the big news
and the function list is impressive. The IMU
sends information from various sensors to the
Controller Area Network (CAN). This simplifies
the wiring system and disseminates data faster
for the Suzuki Intelligent Ride System. It controls
the cornering combined six-axis ABS and TC,
along with cruise, hill start and load control. Also,
there are A, B and C power modes and a threelevel
adjustable TC that can be turned off. You
cannot turn the ABS off or disengage the rear,
but there are now two ABS levels so you can set
it to suit your riding preference.
For me, the fantastic news is the bike remembers
you have turned the TC off and it stays off even
when the 1050 is turned off and re-started. This is
gold! No continual fiddling resetting the TC every
time you resume riding. Thank you Suzuki, why
the hell can’t other manufacturers do this? There
is a clear warning light to remind you the TC is off
though, which is sensible.
46 KIWI RIDER