2024 Suzuki GSX-S1000GX+ First Ride Review

Hugh Janus · December 22, 2023

Taller suspension, a fresh design, and modern electronics package transform Suzuki’s GSX-S1000GT+ into the GSX-S1000GX+ ($18,499). (Ula Serra/Amylee Photography/)

Suzuki’s GSX-S1000G lineup is a one-two punch combo. The 1000GT was the first jab and got the competition’s attention, but the longer-travel, GT-based 1000GX+ is the stunner. The problem? While the GX+ better positions Suzuki in the fight for sport-touring supremacy, the bike is competing in one of today’s most hotly contested categories, and it’ll take significant muscle to knock the competition out. Yamaha’s very entertaining—but smaller-displacement—Tracer 9 GT+ comes to mind, even if most comparisons are to Kawasaki’s similarly spec’d Versys 1000 SE LT+.

Suzuki is creative in how it defines the all-new GX+ and what it refers to as the “Crossover” category, often referencing the rugged-looking but very on-road-focused sport-utility vehicles that overwhelm suburban neighborhoods. This is a bike for riders drawn to the taller stance and increased comfort of an adventure bike, but who have little desire to venture off the beaten path.

While other markets will get GX and GX+ in varying colors, Suzuki Motor USA will only import GX+ models in the Pearl Matte Shadow Green shown here. Notice the aggressive gear and lean angle, which is Suzuki highlighting the GX+’s sporty performance. (Suzuki/)

The GX+ is also a bike for riders who appreciate modern tech. Suzuki finally embraced the electronic evolution and jumped all in with a rider-aid package that includes a multifaceted electronic suspension system, cornering traction control, cornering ABS, and “smart” cruise control. That technology comes alongside more traditional systems, like power modes, Suzuki’s Easy Start System, Low RPM Assist, and a bidirectional quickshifter.

Engine

New as the direction might be for Suzuki, the GSX-S1000GX+ is not an all-new machine, as numerous parts are pulled from elsewhere in the lineup. That includes the long-stroke, 999cc inline-four engine that powered the iconic K5 GSX-R1000 but was later “retuned for midrange” and adapted to work in a long list of street-oriented products. More recently, valve lift and overlap were reduced for reduced emissions and enhanced rideability.

While the engine’s carryover status might be disheartening, especially when you consider the engineering prowess Suzuki showcased with the character-rich, mid-displacement parallel twin that powers the V-Strom 800 and GSX-8 models, it’s hard to fault this powerplant for touring or more spirited riding. What the engine lacks in newness, it makes up for in proven durability and a broad power curve that’s been beautifully tuned through years of model-specific refinement.

Related: 2024 Suzuki GSX-S1000GX First Look

Angles? Yeah, the GX+ has those. Tucked behind the new fairings is one of the most recognized engines in modern motorcycling: the 999cc inline-four that powered the almighty K5 GSX-R1000. Retuned for its role in a variety of models, this has become an equally potent engine for street riding and touring. (Suzuki/)

Suzuki claims 150 hp at the crankshaft, though the last GSX-S1000GT+ we strapped to the Cycle World dyno produced 136 hp at 10,400 rpm and 73 lb.-ft. of torque at 9,200 rpm, and we expect the GX will produce similar numbers. Most important is that the torque curve is quite flat, evidence of the work Suzuki put into making this engine as street friendly as possible. It jumps off tight corners but has plenty of midrange and top-end, with the biggest step in power coming at around 6,000 rpm, at which point the GX really starts eating up asphalt. This is a hearty, well-rounded powerplant.

Throttle connection is sharp in A mode but softer in B, which enables you to tailor your experience to the type of riding you’re doing. While metered throttle response is nothing new, the performance and high level of refinement support Suzuki’s goal of broadening the GX’s use case. It’s also a reminder of how good Suzuki is at integrating electronic rider-aid systems; the company hasn’t always been at the forefront of the electronic conversation or pushed the limits like other manufacturers, but the systems it does introduce are well executed.

Suzuki’s goal with the GSX-S1000GX+ was versatility. The bike is just as comfortable in the canyons as it is on the highway. (Ula Serra/Amylee Photography/)

Even more kudos go to the faultless bidirectional quickshifter, which works with the GSX-R1000-sourced transmission to provide seamless shifts whether you’re hustling down a backroad or cruising through the city.

Another thing you can’t help but notice is the meaty, superbike-like exhaust note that adds to the bike’s presence. Close your eyes as a GX+ warms up and you can almost picture yourself in the roadrace paddock circa 2005, when GSX-R1000s were the superbike of choice. New is nice, but for some, so too is the spiritual connection to one of the all-time great motorcycles of our time. You get that here.

Related: 2022 Suzuki GSX-S1000GT+ First Ride Review

More angles! Just out of frame is the modestly sized 5-gallon fuel tank. (Suzuki/)

Chassis

More carryover items come in the form of a GT+-sourced twin-spar aluminum main frame and GSX-R1000-based swingarm, which are paired to a longer, model-specific subframe that provides structural support and opens the door to a thicker rear seat.

Suzuki Advanced Electronic Suspension (SAES) is supplied by Showa (and very similar to what’s used on Kawasaki’s Versys 1000 SE LT+) but modified to Suzuki’s liking. New to Suzuki, but not to the category, the suspension uses the now common “skyhook” approach, meaning stroke sensors and IMU data help monitor the motion of the motorcycle’s sprung weight in relation to an imaginary reference point directly above it. On rough roads, front and rear damping settings are adjusted in real time to keep the seat and handlebars stable, while the wheels and tires absorb bumps. Hard, Medium, and Soft settings are available, enabling the rider to tailor the damping based on the type of riding they’re doing. A customizable User mode further enables fine-tuning of Hard, Medium, and Soft base settings in single-level increments.

Electronic suspension—the first on a Suzuki—is supplied by Showa. The package consists of an SFF-CATM fork and BFRC-Lite shock. Notice the Suspension Control Unit (SCU) and motor unit that’s used to automatically adjust spring preload at the rear. (Suzuki/)

Suzuki says the system doesn’t completely eliminate pitch, “because the rider perceives changes in the bike’s posture and intuitively uses those movements to control it.” That said, the GX does have a system for adjusting damping force under deceleration, which helps control rear wheel lift during extreme braking.

Suzuki has also equipped the GX with an electronic rear spring preload system that detects load and automatically adjusts to maintain ideal chassis posture—think passenger getting on/off, or luggage being added/removed. One automatic and three manual preload settings are available: Auto, Single Rider, Single Rider + Gear, and Tandem. Base settings for each of the manual rear preload levels can be fine-tuned in single-level increments when building out the User suspension mode.

Related: Top Sport-Touring Motorcycles To Buy in 2023

Front brakes lack initial bite and power through the pull, which leaves something to be desired on a bike that’s as capable as the GSX-S1000GX+. (Suzuki/)

The goal with electronic suspension is to help the bike adapt to varying conditions or riding styles, and for the most part Suzuki has managed to do a good job of that with its model-specific tuning for the Showa bits. There’s a distinct difference between Soft, Medium, and Hard settings, with Soft offering plenty of plushness in around-town riding, and Medium enough support as the pace picks up. For added context, many of those we rode alongside were happy with Medium suspension settings even as the pace picked up on faster mountain roads; Hard really is for spirited riding.

One drawback for us—riding solo and with no luggage—was how much movement there was in the suspension as the pace picked up, especially with the electronic preload set to Auto. Toggling over to the fixed, Tandem rear preload and Hard suspension setting kept the GX from feeling as heavy at tip-in and provided the holdup we were looking for, but we never gained utmost trust in the front end. Expect to spend time customizing the User mode if you’re looking for the perfect settings for faster riding.

The GX+ is better described as stable than agile, but don’t fully discredit this bike on a winding backroad. Notice the vent holes on the multilayered body panels, which are claimed to enhance straight-line stability. (Ula Serra/Amylee Photography/)

Don’t expect GX+ to be overly agile either. Despite being competitively positioned at a claimed 511 pounds without side bags, the bike is relatively heavy steering and takes some effort to muscle through a series of tight corners. Stability, on the other hand, is excellent.

Electronics

Electronic suspension might be the headline feature, but it’s more icing on the cake than anything, as the GX comes with no less than eight other electronic rider-aid systems. That includes seven-mode traction control with what Suzuki refers to as Roll Torque Control, a predictive traction management program that adjusts power output based on speed and lean-angle data in an attempt to keep the rear tire from stepping out at all. Integrated wheelie control and a traditional traction control system are layered on top of this, the latter stepping in when the tire does start to slide.

More new-to-Suzuki tech comes in the form of lean-angle-sensitive ABS that’s referred to as the Motion Track Brake System, and Smart Cruise Control, which allows the rider to shift without disrupting the cruise control. Unfortunately, no radar-based systems come on the GX+.

The 6.5-inch TFT display is easy to read at a glance and information is well organized. Riding modes (A, B, and C) are preset for power output, traction control, and suspension adjustments, but can be customized. There are seven levels of traction control (plus off), four suspension modes (Soft, Medium, Hard, User), and four rear preload settings (Auto, Single Rider, Single Rider + Gear, and Tandem). (Suzuki/)

All adjustable systems are managed via a crystal clear, 6.5-inch TFT display that you’d be hard-pressed to fault. Information is well organized, visibility is great at all angles, and the (limited) submenus are easy to navigate. In a world where dashes are becoming more and more cumbersome, this is a standout feature and something GX+ owners will appreciate.

Suzuki says it didn’t just cut the GSX-S1000GT’s five traction control levels into seven smaller pieces, but widened the operating range so that level 1 is more performance oriented, while levels 6 through 7 are more controlling. That’s great, but also not something we generally aim to test on public roads winding through foreign countries. What’s important to know is that the six-axis IMU provides more data and thus opens the door to an even more refined system. Should you feel the need to push the sporty limits of the GX+ or find yourself on wet roads mid-tour, then there’s a nice safety advantage over its GT counterpart.

Suzuki is not one to overengineer the simple stuff. Switch gear isn’t large or intricate, but works exactly as you need it to. (Suzuki/)

Ergonomics and Convenience

The GX further distinguishes itself from the GT with an upright, adventure-bike-esque rider triangle, made possible by a taller and wider handlebar that’s positioned 2 inches closer to the rider. A 0.6-inch-taller seat helps ease the bend in the knees even further. That’s great for tall riders but something vertically challenged riders should keep in mind as it bumps seat height to 33.3 inches. Mind you, much of that seat height comes courtesy of the longer-stroke suspension. A stock GT+ seat is available as a low option and cuts that 0.6-inch thickness back down to zero.

More touring-focused features come in the form of an adjustable windscreen, hand guards, a centerstand, and saddlebags. A model-specific front fairing goes a step further by not only giving the bike a modern look, but also improving wind protection. Unfortunately, the aforementioned windscreen is only adjustable with tools, which will frustrate riders on longer days in the saddle, where it might make sense to have the screen down for the backroads, then up again as you roll onto the highway.

A model-specific windscreen is adjustable to three positions, enabling the rider to raise the screen by 1.7 inches. Tools are required, however, which feels like a big miss when you consider the intended use and that much of the GX+’s competition comes with screens that can be adjusted by hand, on the fly. (Suzuki/)

The differences between the GT+ and GX+ rider triangle are immediately noticeable, the GX+ feeling much more spacious and accommodating, assuming you don’t have any issues with the tall seat height. It’s not perfect, though, as the seat cushion is quite soft and easily creates pressure points in areas where you don’t want pressure points. Stepping up to Suzuki’s optional, dual-density premium seat almost feels like a must, thanks to the added support that makes longer stints feel manageable. As a bonus, the premium seat is made from a material that keeps surface temperatures down by as much as 14 percent. This is the seat that should come standard on a “luxury” motorcycle.

Other features that should come standard? A windscreen that’s adjustable without tools, and heated grips. Hard to not always want slightly larger side bags as well. We recently tested the MV Agusta Turismo Veloce and loved the large, 34-liter side bags on that bike; the 25.7-liter side bags here work, but feel just big enough.

The GX+’s seat is 0.6 inch taller than the GT’s seat, for added legroom. The pegs remain in a relatively sporty position, but the riding position is more upright and relaxed than the GT’s. Credit a taller bar that also comes closer to the rider. (Ula Serra/Amylee Photography/)

Final Thoughts

Some of our favorite things about the GSX-S1000GX+ are the ones that have been carried over from the GT+ and other Suzuki models before it. Outdated as its original design drawings might be, the inline-four engine is an absolute gem that’s hard to fault. It’s smooth and well mannered for street riding but doesn’t feel neutered or hide its sportbike roots. Steering isn’t the lightest and it takes time to adapt the electronic suspension in really sporty riding, but overall chassis feel is nice, with a high level of stability that makes this an excellent bike for comfortable, long-distance touring.

The riding position adds to the overall experience, making the GX+ a much more accommodating bike than the GT and GT+ it will share showroom floors with. Hard to argue with the added safety net that comes courtesy of a more expansive electronics package too.

While the LED headlights and turn signals are quite sleek, the taillight and plastic casing are less stunning. It’s nothing major, but does stand out on an $18,500 bike. (Suzuki/)

Unfortunately, that electronics package comes at a cost; while the GX+ undercuts the $18,899 Versys 1000 SE LT+ that Suzuki clearly expects to compete with, it’s also $2,000 more expensive than the Yamaha Tracer 9 GT+, which is arguably one of the best options in the class, despite its smaller displacement.

It’s also important to consider the more touring-focused features that are missing from the package, like heated grips, an easily adjustable windscreen, and more color options. These are things you’d expect to find on an $18,500 luxury crossover, and what would help Suzuki deliver the knockout punch needed to truly upset the category.

Side cases have 25.7 liters (0.9 cubic feet) of storage space and an 11-pound weight capacity. Our size medium helmet fit, even if just barely. Notice the Pearl Matte Shadow Green color. (Suzuki/)

An optional premium seat is available alongside other accessories, and worth the money based on the increased comfort it provides. Additional support is owed mostly to double-layer structure, with soft foam on the outside and harder foam on the inside. The stock seat is too soft and creates pressure points. An added benefit of the premium seat is that it’s designed to stay cooler when exposed to UV rays.e inside. The stock seat is too soft and creates pressure points. An added benefit of the premium seat is that it’s designed to stay cooler when exposed to UV rays. (Suzuki/)

2024 Suzuki GSX-S1000GX+ Specs

MSRP:	$18,499
Engine:	DOHC, liquid-cooled inline-four; 16 valves
Displacement:	999cc
Bore x Stroke:	73.4 x 59.0mm
Compression Ratio:	12.2:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	150 hp @ 11,000 rpm
Claimed Torque:	78.2 lb.-ft. @ 9,250 rpm
Fuel System:	Fuel injection w/ ride-by-wire
Clutch:	Wet, multiplate SCAS type; cable actuated
Engine Management/Ignition:	Electronic (transistorized)
Frame:	Twin-spar aluminum
Front Suspension:	Showa inverted fork, electronically controlled damping; 5.9 in. travel
Rear Suspension:	Showa monoshock, electronically controlled damping; 5.9 in. travel
Front Brake:	Brembo 4-piston Monoblock calipers, dual 310mm discs w/ ABS
Rear Brake:	Nissin 1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 17 in./17 in.
Tires, Front/Rear:	Dunlop Sportmax Roadsport 2; 120/70-17 / 190/50-17
Rake/Trail:	25.0°/3.8 in.
Wheelbase:	57.9 in.
Ground Clearance:	6.1 in.
Seat Height:	33.3. in.
Fuel Capacity:	5.0 gal.
Claimed Wet Weight:	511 lb. (without bags)
Contact:	suzukicycles.com