Who wants to ride a sportbike on stilts? A crossover, if you will; a machine with a sportbike engine but long-travel suspension. It turns out a lot of people are interested in this idea, and so we have the Suzuki GSX-S1000GX.
When this bike debuted back in November of 2023, here’s what we told you:
This bike is exactly what the name implies. It’s the latest evolution of the GSX platform, using the K5 engine to power a new bike that’s intended for all-road, all-weather touring. It’s obviously similar to the GSX-S1000 GT sport tourer, with the main difference being an increase in suspension travel.
The GX has 150 mm of travel at both the front and rear end, which is a massive increase over the GT’s 130 mm and 120 mm of travel at front and back respectively. More importantly, the GX also comes with semi-active suspension that auto-adjusts to the terrain the machine is riding over. According to the PR, the Suzuki Advanced Electronic Suspension system (the first-ever such setup for the brand) is “capable of absorbing larger bumps when riding over cobblestones and other uneven surfaces.” It’s not bragging up any off-road capability, so while this bike has some ADV styling, it’s not intended to go to the same places that the V-Strom 800DE goes.
And while we haven’t had a chance to ride the machine ourselves, our pals at Motorcycle.com got a spin on the new Suzook a few weeks back. Here is Ryan Adams’ take on the Suzuki GSX-S1000GX+, an updated version of the bike:
More details in the photo gallery below, and you can see MO’s full review here.
First things first; that K5 engine has been around a long time, but Suzuki’s refinements just keep making it better and better. It’s supposed to be tuned the same as Suzuki’s GSX-S1000 GT, but Ryan felt it might be geared shorter and the throttle response might be slightly different. Photo: Ula Serra, Amylee Photography
Suzuki calls this its “supreme sport crossover.” The big news is the electronic semi-active Showa suspension, the first-ever on a Suzook. It’s adjusted through the ride modes on the dash, with no clickers to fiddle with on the fork. The shock can be manually adjusted as well. Says Ryan: “cranking up the preload rather than staying in auto helped with front end feel. Riders looking to dial their experience further can use the custom mode to alter each damping setting by three levels in each direction. The anti-dive function in the fork also holds the front end up nicely during hard braking, but the ramp up in damping when doing so happens fairly quickly – not like hitting a wall, but you can feel it when it stiffens up.” Photo: Ula Serra, Amylee Photography
In-flight, the Suzuki’s IMU feeds data to the Suzuki Intelligent Ride System (SIRS), which governs the traction control, cruise control and all sorts of other controls. Unlike some of Suzuki’s other bikes, which come with a basic electronics package, this machine is very up-to-date. Photo: Ula Serra, Amylee Photography
Tucked in behind the windscreen, you get a TFT dash which displays not just speed/rpm/fuel range, but also the info you need to manage the electronics. Hope you’re OK with memorization; you’ll need it, in the first few days, to keep track of Suzuki’s long list of acronyms for its electronics systems. It’s not difficult, though, and much easier than the old system of navigating horrid monochrome LCD sub-menus. Photo: Ula Serra, Amylee Photography
The bodywork is biggie-sized, when compared to the GT model. But Ryan rightly points out that it’s a bit cheeky for Suzuki to call this an adjustable windscreen. Sure, if you bring hand tools, you can adjust it… and you must choose from one of three stock positions. Photo: Ula Serra, Amylee Photography
Riding position is very upright, with a bit of a forward tilt, which makes for decent comfort and handling. There was one niggle in the comfort department, though. Ryan was very much not a fan of the stock seat; the $400 accessory saddle was a bit better on the bum, but not a complete solution. Photo: Ula Serra, Amylee Photography
Each saddlebag holds 25.7 liters of gear. Ryan was able to fit a medium Arai Corsair-X inside. They’re included with the “+” option, which is the only version coming to the US in 2024. A centerstand is also included. Photo: Ula Serra, Amylee Photography
Suzuki’s reliable engineering paired with all-new tech will set you back $18,500 in the US for 2024’s GSX-S1000 GX+. Photo: Ula Serra, Amylee Photography