The 2024 Suzuki GSX-S1000GX+ is the latest sport-touring feather to join the burgeoning GSX-S family cap. As the youngest sibling of the troupe, the GX+ seizes upon today’s trends within the sport-touring market, which often embraces ADV influences, while melding them to established 17-inch-wheel platforms such as the Japanese manufacturer’s own GSX-S1000GT/GT+ that the GX+ is directly based upon. If that sparks images of all-arounder street bikes like the BMW S 1000 XR, Kawasaki Versys 1000 SE LT+, and Yamaha Tracer 9 GT+, then you’re on the right track.
What the 2024 Suzuki GSX-S1000GX+ brings to the table is a crossover twist through a heaping dose of technology. Long-travel Showa semi-active suspension, a six-axis IMU, and an ADV-adjacent rider triangle are the core differences lashed to the GX+’s sturdy bones. But there’s more, as those of us in the United States can expect to receive the GX+ exclusively, which comes standard with 25.7-liter saddlebags and a centerstand (not displayed on the European version we tested), both of which are almost mandatory for bikes of this ilk.
We packed our bags and headed off to Portugal’s picturesque Cascais for two full days in the 2024 Suzuki GSX-S1000GX+’s saddle, where we sampled every bit of action that a versatile genre-bending machine might see in the wild. Now, it’s time for the Fast Facts.
- A familiar friend is found in the 999cc inline-four engine. With its roots reaching back to the K5 GSX-R1000 superbike, this mill has stood the test of time with an 18-year tour of duty, refreshed along the way to meet today’s emissions targets. At its heart, it’s still the same old-school superbike mill, and that’s good news—great even. An ample 151 horses and 78 ft-lbs of torque cited in the specs translate to a full, voluminous four-cylinder shriek with each throttle whack, revealing creamy, linear power delivery that predictably builds to an exciting top-end crescendo. Leaning into its comparatively long-stroke architecture, the veteran mill offers road- and rider-friendly traits. It spools up with intent, though with not nearly the same aggression as the shorter-stroked, VVT-equipped, current-gen GSX-R powerplant. Twist the grip, get into the revs, and you’ll be reminded why it’s still an essential arrow in Suzuki’s quiver.
- The up/down quickshifter receives strong marks once again. Another positive point for the GX+ is its shifting, assisted by an up/down quickshifter that works in either direction while on- or off-throttle. You can even row through the gearbox with cruise control activated. As we experienced on the GSX-S1000 naked sport bike and its conventional sport-tourer stablemates, the GSX-S1000GT/GT+’s gear selection is spot-on. A little resistance is felt when trawling at parking lot speeds, but it’s a breeze beyond that, and motorcycles commanding larger MSRPs aren’t up to snuff with what the Suzuki’s got.
- Three riding modes alter the motor of the 2024 Suzuki GSX-S1000GX+ on a whim. On deck, we have A (Active), B (Basic), and C (Comfort) riding modes that serve as a corral for the GX+ various rider aids, such as damping, shock preload, and traction control settings. Let’s focus on the engine power modes for now. Mode A is often a bit too overeager during initial throttle openings. It’s not snatchy, mind you, but it ramps up too quickly and isn’t suited to slower or tricky conditions. Mode B is a happy middle ground, though a touch of more urgency wouldn’t be a bad thing here, while C is as tame as one would imagine.
- Semi-active Showa suspension comes to the Suzuki lineup for the first time. According to the specs, the GX+’s wheel travel is lengthened 1.2 inches (front) and 0.8 inches (rear) over the GT/GT+. That’s a mere 0.4 inches shorter than Suzuki’s full-blown ADV V-Strom 1050 platform. So, it’s leggier than your average road machine, flexing three preset damping modes—Soft, Medium, and Hard—coupled with four shock spring-preload modes, including self-leveling Auto, along with the usual solo rider, passenger, and luggage settings. The fork spring-preload is adjusted the old-fashioned way. There’s also a customizable User mode to dial-in things further. Suzuki says the system relies on the IMU to maintain chassis composure by managing its anti-fork-dive programming and easing the throttle over harsh terrain.
- The Showa hardware offers smooth ride quality, though most riders must work on their settings. In truth, all motorcycles need setting up. The GSX-S1000GT+’s electronic suspension can be tweaked by diving into the 6.5-inch TFT display with effort-saving grace. Auto mode seems like the go-to solution, as it features automatic level and optimizes damping, giving credence to its “auto” name. However, it often results in a GX+ that corners ponderously while lacking feel. The solution is to crank up the shock preload to bias weight forward—a boon regarding front-end feedback and handling. Where Suzuki can strike out a victory is with consistent damping rates. Hard is sportingly firm for the canyons, medium is a congenial all-around sweet spot, and comfort is predictably plush for freeway hauls. Even better, the customizable User mode allows +/- 3 increments within each base damping and spring-preload settings.
- Now that you have the 2024 Suzuki GSX-S1000GX+ set up, you’ll have a sport-tourer ready for action in the twisty bits. Since we’ve cleared the air with suspension settings, we can get into the finer points of its handling abilities. At 511 pounds (without bags), the GX+ sits on the lighter end of this heavyweight class, relying on its proven chassis to assure a solid foothold while whipping through many a curvy Portuguese backroad. Suzuki uses Dunlop Sportmax RoadSport 2 rubber, which registers only fair grip in the best conditions, and continues to use a relatively flat-profile 190/50 rear tire. While it’s no dog, it doesn’t have cat-like reflexes, either. Reaching for something with a 55 profile will unlock some hidden potential by adding spring into its step.
- IMU-informed ABS and traction control are significant steps forward for the GSX-S1000GX+. Suzuki aligns with competitors with this addition, which looks good on paper. The systems err on the side of caution, an observation that can be applied to nearly all Japanese manufacturers. That said, the TC lets the lead run out in its lower setting and can be defeated while stepping in when necessary—damp cobblestone pavers are akin to ice. Those who want to relive their youth and hoist wheelies (not me) will be glad. Cornering ABS is a welcome addition to any bike, though spirited riders might find it a touch intrusive, and a bit of blending of the front and rear brakes seems to cure it.
- The Nissin and Brembo braking duo returns to the fold. Many of the GX+’s hard parts are shared, which brings us to the 310mm rotors, Brembo four-piston calipers, and axial Nissin master cylinder. That’s all the same stuff found on the naked and GT bikes. Stopping power is unquestionable, though a consistent theme across the GSX-S platform is a lack of feel at the lever. The usual commentary about better pads and steel-braided lines applies, but a radial master cylinder in line with an almost $20k MSRP would be better. Luckily, the rear brake is nicely situated and perfect for tightening up lines or low-speed maneuvers.
- The ADV-influenced rider triangle on the 2024 Suzuki GSX-S1000GT+ hits the spot. Stacked against its S1000GT cousins, riders meet handlebars 2.16 inches closer to the rider, propping you up in a neutral stance, and they’re two inches longer to add additional leverage. With long-travel suspension in play and a new seat design, the saddle height is boosted to a lofty 33.3 inches, though it’s narrowed and utilizes a flatter profile to help riders reach the deck—my 32-inch inseam managed just fine. Happily, distance is added between the bum and footpegs for extra comfort. Taken together, it splits the difference between what you’d find on the GT or the V-Strom and is darn near perfect, while rubber or counter-weighted touchpoints ease buzz from the I4.
- There is a hiccup with the redesigned standard seat—it creates pressure Reaching for the premium-priced Premium seat ($400), with its dual-compound foam and heat-resistant material (your backside will thank you after an afternoon in a sunny parking lot), is far superior in terms of comfort. Plus, it has red stitching that looks spiffy.
- Fresh looks up wind protection. Appearance is subjective, and while I certainly appreciate the GX+’s sharp lines and new all-around LED lighting, functionally, the restyled fairing and windscreen—even in the lowest setting—provide a reprieve from the elements for my 5-foot-10 frame. Kudos, Suzuki. What’s maddening about the windshield is that you’ll need to break out tools to adjust it; the competition has offered one-touch windscreen adjusters for generations. Handguards are standard and beneficial on long hauls, while heated grips are optional. Perhaps the most confusing thing about the GX+ is we’ll be receiving the bike in just one color—Pearl Matte Shadow Green. The lusty Metallic Triton Blue livery seen in action here won’t be coming to our shores, at least this year. When your brand is synonymous with said color, it’s an odd choice.
- The 2024 Suzuki GSX-S1000GX+ bridges genre gaps for road riders abroad. There are quite a few success stories for Suzuki’s newest sport-tourer. I’m inclined to doff my cap towards the Showa semi-active suspension’s damping and ride quality once set up to flatter the GSX-S chassis. The rider triangle is a resounding success within the scope of an all-arounder motorcycle, along with the touring amenities such as color-matched luggage. Then there is that booming I4 engine that proves itself time and time again. What holds it back are small things that start to add up: The tool-adjustable windscreen, flat-profiled rear tire, older braking hardware, and too-firm seat hold it back. All these ailments are curable for what is now Suzuki’s most expensive motorcycle, though they prevent a good bike from being great straight off the showroom floor.
RIDING STYLE
• Helmet: Shoei RF-1400
• Jacket: Alpinestars Montiera
• Gloves: Alpinestars Morph Street
• Pants: Alpinestars Raider V2 Drystar
• Boots: Alpinestars RT-7 Drystar
2024 Suzuki GSX-S1000GX+ Specs
ENGINE
Type: Inline-4
Displacement: 999cc
Bore x stroke: 73.4 mm x 59.0mm
Maximum power: 151 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 (Metallic Triton Blue shown not available in the US)
2024 Suzuki GSX-S1000GX+ Price: $18,499 MSRP
