Hot off the presses from EICMA comes the latest addition to Suzuki’s GSX-1000 ever-growing family of motorcycles, the 2024 Suzuki GSX-S1000GX+. Dubbed a Crossover motorcycle by the Japanese brand, the new GSX-S1000GX+ fills a niche role with its sport-touring functionality and ADV styling, slotting itself neatly between the traditional GSX-S1000GT/GT+ sport-tourer that it’s heavily based on and the V-Strom 1050 adventure bike. Strictly focused as a street motorcycle with 17-inch wheels, the GSX-S1000GX+ is more than a tongue-twister of a name—it’s equipped with a Bosch six-axis IMU and Showa semi-active electronic suspension.
The Japanese maker’s latest foray into the ADV-styled sport-touring segment joins the likes of the popular Kawasaki Versys 1000 SE LT, Yamaha Tracer 9 GT+, and the BMW S 1000 XR—motorcycles that borrow from the ADV camp in terms of seating positioning, longer-travel suspension, and aesthetics, but are strictly street-faring bikes. The global market will see a base model GSX-S1000GX that forgoes saddlebags and a centerstand to lower the MSRP. However, in the United States, we get only the full monty GX+ version, which includes color-matched saddlebags and a centerstand. Now, let’s get on with the Fast Facts.
- A six-axis IMU, CAN bus, and semi-active electronic suspension make the new GSX-S1000GX+ Suzuki’s most advanced bike to date. The GX+ utilizes suspension based on Showa’s EERA system, which the brand dubbed Suzuki Advanced Electronic Suspension. As with most semi-active systems, the suspension relies on information collected from the six-axis IMU and stroke sensors accurate to one micron (a hair is 70 microns across) to calculate an optimal amount of damping for the SFF-CA cartridge-style fork and BFRC-lite shock while the bike travels over all road surfaces, making adjustment 1000 times per second. Additionally, the shock’s spring preload is monitored and automatically adjusted for proper ride height. Also, an anti-dive system further maintains chassis stability to prevent excessive weight forward weight transfer—also known as fork dive—when applying the Brembo front calipers aggressively.
- The S1000 platform’s tried-and-true aluminum twin-spar frame and steel-trellis subframe return to the fold. Geometry is altered on the GX+ compared to its brethren, and that’s due to having much more travel at 5.9 inches at either end—the rake kicked out a half-degree compared to the GT. What remains the same is the stable twin-spar aluminum chassis that can link its origins to the K5 GSX-R1000 (2005-2006), providing a great deal of confidence for riders when employed in the naked GSX-S1000 and sport-touring GSX-S1000GT/GT+ motorcycles. The steel-trellis subframe is equipped to carry passengers, and the color-matched panniers that each hold 25.7 liters and should swallow most full-face helmets.
- Four ride modes alter the S1000GX+ on the fly. Just as we saw with the GX+’s compatriots, ride modes are broken down into Active, Basic, Comfort, and a customizable User mode. Each preset mode adjusts engine power, throttle mapping, TC, and suspension damping action. Those who want to fine-tune all parameters will use the User mode. Riders can filter between the three semi-active suspension settings—Hard, Medium, and Soft. Changes are made via the left-thumb switchgear and a 6.5-inch TFT display.
- A full suite of rider aids is standard. Suzuki’s claim that this is its most advanced bike ever is entirely true, as the GSX-R1000/R superbike utilizes a comparatively rudimentary three-axis IMU. Beyond matching the GSX-R for its cornering ABS, lean-angle-sensitive traction control, and wheelie control, the GX+ employs an entirely new electronic aid known as Roll Torque Control. RTC acts as a supplemental electronic aid to traction control and can be described as variable engine torque strategy. According to Suzuki, RTC factors the bike’s lean angle and speed to calculate the correct amount of peak power output and acceleration for a specific corner, effectively cutting power before traction limits are reached and doing so without exceeding traction control thresholds. In essence, riders will enjoy two layers of protection when dealing with traction loss.
- Ergonomics define the GX+’s crossover personality. The prevailing theme is more room in the cockpit and a relaxed riding position. Compared directly to the GT machines, the broader handlebars are set 2.2 inches closer to the rider. In comparison, the long-travel suspension has helped increase cornering clearance, and the seat height raised 1.4 inches to a somewhat lofty 33.3 inches. That taller seat height fits with ADV-styled motorcycles sitting taller than street-aligned models. In addition to a larger upper fairing, a three-position adjustable windscreen with a two-inch sweep provides adjustment that the GT/GT+ does not, and a shorter screen is available from Suzuki Parts & Accessories. To reduce fatigue, all the touchpoints—footpegs, handlebars, and mirrors—are rubber-mounted.
- Suzuki’s most faithful mill rides again, as the venerable 999cc K5 reappears. Suzuki engineers have massaged and updated this engine since its debut in 2005, and its 18-year run on the market is extraordinary in that it complies with Euro 5+ emissions standards. As such, it’s now old enough to vote, join the military, and go to strip clubs, which it will surely do as it does enjoy a good party with its ample 150 horsepower at 11,000 rpm and 78 ft-lb at 9250 rpm. Still, one wonders why the 2017+ GSX-R1000/R and its 999cc VVT-equipped engine have yet to be repurposed into other offerings.
- The slick six-speed transmission is equipped with an up/down quickshifter. If past experience with its QS proves relevant, it is in a league with motorcycles that command much princelier sums. If you don’t like the quickshifter, it can be turned off, as can traction control.
- You can connect the dash to your iOS or Android device via the free Suzuki mySPIN app and Bluetooth. In addition to the usual contacts, phone, calendar, and music functions, GPS displays (via third-party apps) are part of the Maps app integrated into mySPIN.
- Pricing for the 2024 Suzuki GSX-S1000GX+ begins at $18,499. Americans must be content with the up-spec GX+ model equipped with saddlebags and a centerstand—the + is not an option. As this is an all-arounder sport-touring machine, those features ushered in with enthusiasm in this category. While other markets are set to receive a few color options, we get only the Pearl Emerald Green colorway. Dealers anticipate a Spring 2024 arrival.
2024 Suzuki GSX-S1000GX+ Specs
ENGINE
• Type: Inline-4
• Displacement: 999cc
• Bore x stroke: 73.4 mm x 59.0mm
• Maximum power: 150 horsepower @ 11,000 rpm
• Maximum torque: 78 ft-lbs @ 9250 rpm
• Compression ratio: 12.2:1
• Valvetrain: DOHC, 4 vpc
• Transmission: 6-speed w/ quickshifter
• Clutch: Wet multiplate w/ assist and slipper functions
• Final drive: 525O-ring chain
CHASSIS
• Frame: Aluminum twin-spar
• Front suspension; travel: Semi-active Showa EERA SFF-CA cartridge-type inverted fork; 5.9 inches
• Rear suspension; travel: Linkage-assisted semi-active Showa BFRC-lite shock; 5.9 inches
• Wheels: 6-spoke cast aluminum
• Tires: Dunlop Sportmax Roadsport 2
• Front tire: 120/70 x 17
• Rear tire: 190/50 x 17
• Front brakes: 310mm floating discs w/ Brembo monoblock 4-piston calipers
• Rear brake: 240mm disc w/ Nissin single-piston caliper
• ABS: Standard
DIMENSIONS and CAPACITIES
• Wheelbase: 57.9 inches
• Rake: 25.5 degrees
• Trail: 3.8 inches
• Seat height: 33.3 inches
• Fuel capacity: 5.0 gallons
• Curb weight: 511 pounds (without side cases)
• Colors: Pearl Matte Shadow Green
2024 Suzuki GSX-S1000GX+ Price: $18,499 MSRP
