/cloudfront-us-east-1.images.arcpublishing.com/octane/IILIVQQ5EZGUPICQDNDEF4KETQ.jpg "2024 Suzuki GSX-S1000GX+ First Experience Evaluate")
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Suzuki’s GSX-S1000G lineup is a one-two punch combo. The 1000GT was the primary jab and received the competitors’s consideration, however the longer-travel, GT-based 1000GX+ is the stunner. The issue? Whereas the GX+ higher positions Suzuki within the combat for sport-touring supremacy, the bike is competing in one among in the present day’s most hotly contested classes, and it’ll take important muscle to knock the competitors out. Yamaha’s very entertaining—however smaller-displacement—Tracer 9 GT+ involves thoughts, even when most comparisons are to Kawasaki’s equally spec’d Versys 1000 SE LT+.
Suzuki is inventive in the way it defines the all-new GX+ and what it refers to because the “Crossover” class, typically referencing the rugged-looking however very on-road-focused sport-utility automobiles that overwhelm suburban neighborhoods. It is a bike for riders drawn to the taller stance and elevated consolation of an journey bike, however who’ve little need to enterprise off the overwhelmed path.
The GX+ can be a motorcycle for riders who respect trendy tech. Suzuki lastly embraced the digital evolution and jumped all in with a rider-aid bundle that features a multifaceted digital suspension system, cornering traction management, cornering ABS, and “good” cruise management. That expertise comes alongside extra conventional methods, like energy modes, Suzuki’s Simple Begin System, Low RPM Help, and a bidirectional quickshifter.
Engine
New because the route could be for Suzuki, the GSX-S1000GX+ shouldn’t be an all-new machine, as quite a few components are pulled from elsewhere within the lineup. That features the long-stroke, 999cc inline-four engine that powered the enduring K5 GSX-R1000 however was later “retuned for midrange” and tailored to work in an extended checklist of street-oriented merchandise. Extra lately, valve raise and overlap have been decreased for decreased emissions and enhanced rideability.
Whereas the engine’s carryover standing could be disheartening, particularly when you think about the engineering prowess Suzuki showcased with the character-rich, mid-displacement parallel twin that powers the V-Strom 800 and GSX-8 fashions, it’s onerous to fault this powerplant for touring or extra spirited driving. What the engine lacks in newness, it makes up for in confirmed sturdiness and a broad energy curve that’s been fantastically tuned by means of years of model-specific refinement.
Associated: 2024 Suzuki GSX-S1000GX First Look
Suzuki claims 150 hp on the crankshaft, although the final 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 anticipate the GX will produce comparable numbers. Most necessary is that the torque curve is kind of flat, proof of the work Suzuki put into making this engine as road pleasant as attainable. It jumps off tight corners however has loads of midrange and top-end, with the largest step in energy coming at round 6,000 rpm, at which level the GX actually begins consuming up asphalt. It is a hearty, well-rounded powerplant.
Throttle connection is sharp in A mode however softer in B, which allows you to tailor your expertise to the kind of driving you’re doing. Whereas metered throttle response is nothing new, the efficiency and excessive stage of refinement assist Suzuki’s aim of broadening the GX’s use case. It’s additionally a reminder of how good Suzuki is at integrating digital rider-aid methods; the corporate hasn’t at all times been on the forefront of the digital dialog or pushed the boundaries like different producers, however the methods it does introduce are effectively executed.
Much more kudos go to the faultless bidirectional quickshifter, which works with the GSX-R1000-sourced transmission to offer seamless shifts whether or not you’re hustling down a backroad or cruising by means of the town.
One other factor you’ll be able to’t assist however discover is the meaty, superbike-like exhaust be aware that provides to the bike’s presence. Shut your eyes as a GX+ warms up and you’ll virtually image your self within the roadrace paddock circa 2005, when GSX-R1000s have been the superbike of alternative. New is sweet, however for some, so too is the religious connection to one of many all-time nice bikes of our time. You get that right here.
Associated: 2022 Suzuki GSX-S1000GT+ First Experience Evaluate
Chassis
Extra carryover objects come within the type of a GT+-sourced twin-spar aluminum primary body and GSX-R1000-based swingarm, that are paired to an extended, model-specific subframe that gives structural assist and opens the door to a thicker rear seat.
Suzuki Superior Digital Suspension (SAES) is provided by Showa (and similar to what’s used on Kawasaki’s Versys 1000 SE LT+) however modified to Suzuki’s liking. New to Suzuki, however to not the class, the suspension makes use of the now widespread “skyhook” strategy, which means stroke sensors and IMU knowledge assist monitor the movement of the motorbike’s sprung weight in relation to an imaginary reference level instantly above it. On tough roads, entrance and rear damping settings are adjusted in actual time to maintain the seat and handlebars steady, whereas the wheels and tires take in bumps. Laborious, Medium, and Delicate settings can be found, enabling the rider to tailor the damping based mostly on the kind of driving they’re doing. A customizable Person mode additional allows fine-tuning of Laborious, Medium, and Delicate base settings in single-level increments.
Suzuki says the system doesn’t utterly remove pitch, “as a result of the rider perceives adjustments within the bike’s posture and intuitively makes use of these actions to manage it.” That stated, the GX does have a system for adjusting damping pressure below deceleration, which helps management rear wheel raise throughout excessive braking.
Suzuki has additionally geared up the GX with an digital rear spring preload system that detects load and mechanically adjusts to keep up preferrred chassis posture—suppose passenger getting on/off, or baggage being added/eliminated. One computerized and three guide preload settings can be found: Auto, Single Rider, Single Rider + Gear, and Tandem. Base settings for every of the guide rear preload ranges will be fine-tuned in single-level increments when constructing out the Person suspension mode.
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The aim with digital suspension is to assist the bike adapt to various situations or driving kinds, and for probably the most half Suzuki has managed to do a great job of that with its model-specific tuning for the Showa bits. There’s a definite distinction between Delicate, Medium, and Laborious settings, with Delicate providing loads of plushness in around-town driving, and Medium sufficient assist because the tempo picks up. For added context, a lot of these we rode alongside have been proud of Medium suspension settings even because the tempo picked up on sooner mountain roads; Laborious actually is for spirited driving.
One downside for us—driving solo and with no baggage—was how a lot motion there was within the suspension because the tempo picked up, particularly with the digital preload set to Auto. Toggling over to the mounted, Tandem rear preload and Laborious suspension setting stored the GX from feeling as heavy at tip-in and supplied the holdup we have been in search of, however we by no means gained utmost belief within the entrance finish. Anticipate to spend time customizing the Person mode if you happen to’re in search of the right settings for sooner driving.
Don’t anticipate GX+ to be overly agile both. Regardless of being competitively positioned at a claimed 511 kilos with out facet baggage, the bike is comparatively heavy steering and takes some effort to muscle by means of a collection of tight corners. Stability, alternatively, is great.
Electronics
Digital suspension could be the headline function, however it’s extra icing on the cake than something, because the GX comes with a minimum of eight different digital rider-aid methods. That features seven-mode traction management with what Suzuki refers to as Roll Torque Management, a predictive traction administration program that adjusts energy output based mostly on pace and lean-angle knowledge in an try and hold the rear tire from stepping out in any respect. Built-in wheelie management and a conventional traction management system are layered on prime of this, the latter stepping in when the tire does begin to slide.
Extra new-to-Suzuki tech comes within the type of lean-angle-sensitive ABS that’s known as the Movement Observe Brake System, and Good Cruise Management, which permits the rider to shift with out disrupting the cruise management. Sadly, no radar-based methods come on the GX+.
All adjustable methods are managed through a crystal clear, 6.5-inch TFT show that you simply’d be hard-pressed to fault. Info is effectively organized, visibility is nice in any respect angles, and the (restricted) submenus are straightforward to navigate. In a world the place dashes have gotten increasingly cumbersome, it is a standout function and one thing GX+ house owners will respect.
Suzuki says it didn’t simply minimize the GSX-S1000GT’s 5 traction management ranges into seven smaller items, however widened the working vary in order that stage 1 is extra efficiency oriented, whereas ranges 6 by means of 7 are extra controlling. That’s nice, but additionally not one thing we usually purpose to check on public roads winding by means of overseas international locations. What’s necessary to know is that the six-axis IMU gives extra knowledge and thus opens the door to an much more refined system. Do you have to really feel the necessity to push the sporty limits of the GX+ or end up on moist roads mid-tour, then there’s a pleasant security benefit over its GT counterpart.
Ergonomics and Comfort
The GX additional distinguishes itself from the GT with an upright, adventure-bike-esque rider triangle, made attainable by a taller and wider handlebar that’s positioned 2 inches nearer to the rider. A 0.6-inch-taller seat helps ease the bend within the knees even additional. That’s nice for tall riders however one thing vertically challenged riders ought to consider because it bumps seat peak to 33.3 inches. Thoughts you, a lot of that seat peak comes courtesy of the longer-stroke suspension. A inventory GT+ seat is accessible as a low possibility and cuts that 0.6-inch thickness again right down to zero.
Extra touring-focused options come within the type of an adjustable windscreen, hand guards, a centerstand, and saddlebags. A model-specific entrance fairing goes a step additional by not solely giving the bike a contemporary look, but additionally bettering wind safety. Sadly, the aforementioned windscreen is barely adjustable with instruments, which can frustrate riders on longer days within the saddle, the place it’d make sense to have the display down for the backroads, then up once more as you roll onto the freeway.
The variations between the GT+ and GX+ rider triangle are instantly noticeable, the GX+ feeling far more spacious and accommodating, assuming you don’t have any points with the tall seat peak. It’s not excellent, although, because the seat cushion is kind of comfortable and simply creates stress factors in areas the place you don’t need stress factors. Stepping as much as Suzuki’s elective, dual-density premium seat virtually seems like a should, because of the added assist that makes longer stints really feel manageable. As a bonus, the premium seat is created from a fabric that retains floor temperatures down by as a lot as 14 %. That is the seat that ought to come commonplace on a “luxurious” motorbike.
Different options that ought to come commonplace? A windscreen that’s adjustable with out instruments, and heated grips. Laborious to not at all times need barely bigger facet baggage as effectively. We lately examined the MV Agusta Turismo Veloce and cherished the massive, 34-liter facet baggage on that bike; the 25.7-liter facet baggage right here work, however really feel simply sufficiently big.
Closing Ideas
A few of our favourite issues in regards to the GSX-S1000GX+ are those which have been carried over from the GT+ and different Suzuki fashions earlier than it. Outdated as its unique design drawings could be, the inline-four engine is an absolute gem that’s onerous to fault. It’s clean and effectively mannered for road driving however doesn’t really feel neutered or cover its sportbike roots. Steering isn’t the lightest and it takes time to adapt the digital suspension in actually sporty driving, however total chassis really feel is sweet, with a excessive stage of stability that makes this a superb bike for comfy, long-distance touring.
The driving place provides to the general expertise, making the GX+ a way more accommodating bike than the GT and GT+ it is going to share showroom flooring with. Laborious to argue with the added security internet that comes courtesy of a extra expansive electronics bundle too.
Sadly, that electronics bundle comes at a value; whereas the GX+ undercuts the $18,899 Versys 1000 SE LT+ that Suzuki clearly expects to compete with, it’s additionally $2,000 costlier than the Yamaha Tracer 9 GT+, which is arguably the most effective choices within the class, regardless of its smaller displacement.
It’s additionally necessary to contemplate the extra touring-focused options which are lacking from the bundle, like heated grips, an simply adjustable windscreen, and extra coloration choices. These are stuff you’d anticipate finding on an $18,500 luxurious crossover, and what would assist Suzuki ship the knockout punch wanted to really upset the class.
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/Closing Drive: | 6-speed/chain |
| Claimed Horsepower: | 150 hp @ 11,000 rpm |
| Claimed Torque: | 78.2 lb.-ft. @ 9,250 rpm |
| Gas System: | Gas injection w/ ride-by-wire |
| Clutch: | Moist, multiplate SCAS sort; cable actuated |
| Engine Administration/Ignition: | Digital (transistorized) |
| Body: | Twin-spar aluminum |
| Entrance Suspension: | Showa inverted fork, electronically managed damping; 5.9 in. journey |
| Rear Suspension: | Showa monoshock, electronically managed damping; 5.9 in. journey |
| Entrance Brake: | Brembo 4-piston Monoblock calipers, twin 310mm discs w/ ABS |
| Rear Brake: | Nissin 1-piston caliper, 240mm disc w/ ABS |
| Wheels, Entrance/Rear: | Solid aluminum; 17 in./17 in. |
| Tires, Entrance/Rear: | Dunlop Sportmax Roadsport 2; 120/70-17 / 190/50-17 |
| Rake/Path: | 25.0°/3.8 in. |
| Wheelbase: | 57.9 in. |
| Floor Clearance: | 6.1 in. |
| Seat Top: | 33.3. in. |
| Gas Capability: | 5.0 gal. |
| Claimed Moist Weight: | 511 lb. (with out baggage) |
| Contact: | suzukicycles.com |
Gearbox
Helmet: Arai Quantum-X
Jacket: Spidi 4 Season Evo H2Out Jacket
Pants: Spidi 4 Season Evo H2Out Pants
Gloves: Spidi X-Drive
Boots: Alpinestars Supertech R
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