I’ve never been a big fan of ADV-styled street bikes that add unnecessary height to a motorcycle. However, the 2024 Suzuki GSX-S1000GX+ has me converted. Described as a Sport Crossover by Suzuki, the GX+ fits neatly between conventional upright sport motorcycles and tall ADV bikes. Essentially, the GX+ is a superb sportbike with long-stroke suspension and striking styling. Despite the “+” indicating that it comes with bags and a centerstand, the new GX+ leans much more toward the sport side of the equation. So, we’re left with a supremely comfortable sportbike that works on any kind of road surface, and ultimately, it is an excellent touring motorcycle, too.
The key to my conversion is that despite the long-stroke ADV style suspension, the 2024 Suzuki GSX-S1000GX+ is easy to mount/dismount—no stepping on the left footpeg first. The seat height is 33 inches, and the seat slopes forward a bit. More importantly, the seat is narrow at the front—a big help. Don’t worry, touring riders. The seat is wide and comfortable if you slide back to the rear. Another bit of extra help height-wise comes from the servo-controlled rear spring-preload that noticeably lowers the seat height on the softest setting.
All of this means that with my 32-inch inseam, I can flat-foot at stops with a slight bend in my knees. Parking maneuvers and frequent stops in town don’t have that ADV bike height-awkwardness. Conversely, on longer rides, the extra height of the suspension allows for lower-placed footpegs that give tons of legroom, retaining more than enough cornering clearance, even in fast corners. You also get a better view of your surroundings.
The real magic of the 2024 Suzuki GSX-S1000GX+ is in the Showa semi-active suspension, part of a comprehensive electronics suite. The Showa suspension gives the GX+ a spectacular ride, no matter how poor the road surface.
Southern California is arguably motorcycle nirvana, with hundreds of miles of incredible hilly, twisty roads. The various mountain ranges create hundreds of miles of twisty corner sequences, one after another, that just beg for a fast, agile sportbike. You’ll also find long, fast, sweeping turns that require lots of stability if you’re really cranking. Thrown into the mix are occasional surprises—a decreasing radius affair or gravel at the apex can catch one unawares.
Unfortunately, most of these spectacular roads need repair and/or resurfacing to varying degrees. For example, Lake Hughes Road, between Interstate 5 in Castaic and the mountain community of Lake Hughes (home of The Rock Inn), is not super-fast north of Castaic Creek; instead, it’s very technical. I hadn’t ridden Lake Hughes Road for years as the road was apparently surfaced by Fred Flintstone—it’s that badly ridge-strewn and bumpy.
Likewise, California State Route 33, heading north from Ojai into the mountains, has a bit of everything. There are tight twisties and ultra-fast flowing corner sequences near the top of the mountain. Sadly, at least five sections are under major repair, and much of the rest of the road needs it.
Similarly, Hudson Ranch Road, which connects California State Route 33/166 to Pine Mountain Club, is speedy to start at the north end. As you head south into the mountains of Los Padres National Forest, it becomes tighter and twisty. It is a very technical road, and the surface is borderline appalling; it’s bumpy and desperately in need of maintenance.
However, with the 2024 Suzuki GSX-S1000GX+ underneath me, I figured I had the perfect motorcycle to try and tackle these roads again for the first time in some years. I wasn’t wrong, and to say I’m impressed is an understatement.
The motor in the GSX-S1000GX+ is the tried-and-true 999cc inline-for found in the upright naked GSX-S1000, the Katana, and the GT/GT+ sport-touring models. Redlining at nearly 12,000 rpm, the Gixxer-based architecture makes for a powerful experience. The considerable torque output allows me to be a bit lazy with gear selection unless I’m really riding hard. Fast, smooth cruising, such as on the upper reaches of Maricopa Highway (California State Route 33 north of Ojai), feels fantastic.
On long freeway slogs, the motor is generally smooth, though it does fuzz the mirrors a little at those highway speeds in the 70 to 80 mph range. Happily, no buzzing gets through to the rider.
Interestingly, the motor can also be quite the fuel sipper, so the 5.1-gallon fuel tank gives a touring-worth range. On a level road with cruise control set at 80 mph, the readout told me I was getting around 40 mpg.
There are three riding modes—A (Active), B (Basic), and C (Comfort)—that change how the power is delivered. Each mode includes default settings for traction control (7 levels plus off) and suspension damping. (Hard, Medium, Soft). Mode A is the most aggressive, with minimally invasive level 2 traction control and Hard damping. The other two modes are progressively softer. The TC and damping functions can be changed within each mode, and I like that the 2024 Suzuki GSX-S1000GX+ remembers your selection rather than reverting to a default when the bike is turned off.
At larger throttle openings and higher revs, the difference between the modes is barely noticeable. However, on the initial opening of the throttle at low rpm, the transformation is significant. Most of the time, Mode B with the TC level 2 was ideal for my riding. Mode A is too aggressive for tightly twisting roads with multiple direction changes in the lower gears. Mode C can make the GX+ too gentle when coming out of slow apex turns when you want the bike to stand up quickly.
Engine power delivery is also affected by the traction control level. For example, when riding aggressively in Mode B on technical and poorly paved Lake Hughes Road, the motor feels sluggish coming off the apexes when trying to bring the bike upright again, reminding me of Mode C.
Staying in Mode B brings the TC interference down from level 4 to level 2, which livens up the power delivery nicely. It isn’t that the power is spinning the rear tire. Instead, the grip gets slightly compromised. With the IMU detecting quite a lot of lean angle, the GX+ errs in favor of a more relaxed power delivery. It’s not a lot, though it is enough to make me notice. It is definitely worth some experimentation to get it right for you.
The gearbox and smart bi-directional quickshifter are nothing short of incredible. It is one of my favorite points on the GX+; Suzuki has this stuff nailed. Smooth gearshifts can be made without closing the throttle in both directions. That means downshifts can be made when accelerating in a tall gear and a burst of speed is suddenly needed. This is especially useful when riding in highway traffic, as all I have to do is click the foot lever.
The clutchless shifting operates so smoothly that it can be used for every gear—even through neutral to second, and I’ve never felt that before. Changing through neutral is usually a little clunky on other machines, so I don’t do it.
As good as the motor and drivetrain are, the Showa active-damping suspension is the secret sauce to the magic of the 2024 Suzuki GSX-S1000GT+. Within the three damping mode settings are three additional plus/minus increments for fine-tuning the action, which is continuously adjusted 1000 times per second.
Rear spring-preload is electronically controlled with four settings—Solo, Solo+Cargo, Two-up, Auto) that can be cycled through on the fly. The firmest settings are perfect for fast riding on smooth roads, and any surprise bumps are handled well without feeling harsh.
At the other end of the spectrum, the softest settings are cushy and excellent for freeway droning. California’s legendary concrete freeways are filled with grooves, expansion joints, and multiple changing surfaces. In these conditions, the soft settings help. Although the 2024 Suzuki GSX-S1000GT+ does not have a Cadillac level of plushness, it helps make long, boring rides more tolerable.
Some credit for the exemplary ride goes to the various system electronics. These include Suzuki’s Floating Ride Control, which adjusts the damper settings on the fly to help keep the bike level despite bumps in the road. Velocity Dependent Control optimizes the suspension based on the bike’s speed, and Deceleration Damping Control changes the damping to reduce the bike’s forward/rearward pitch, such as under heavy braking.
I am shocked at how badly Maricopa Highway has degraded due to the heavy rains in the last couple of years. Some of the tarmac is smooth and quite good. Other times, I suddenly hit sections where the road is borderline abysmal. As the road conditions change, I can quickly adapt the suspension settings to suit.
Over on Hudson Ranch Road on the way to Pine Mountain Club, it is shocking how badly the road has deteriorated. While I can’t say the 2024 Suzuki GSX-S1000GX+ makes it like riding on perfect tarmac, I am able to ride the bike hard with no drama on a road surface that I would otherwise just be trying to survive. The GX+ just seems to float over the joints and bumps, yet it retains enough feedback to give me the confidence to go fast. It is an excellent example of how sophisticated, semi-active suspension can mitigate a challenging road surface.
Overall, the Suzuki GX+ feels substantial, but not heavy; its handling is light and neutral. Despite a 511-pound curb weight (sans side cases), the GX+ feels like a typical sportbike rather than a big ADV bike. It is not top-heavy and is well-balanced. The upright riding position gives good leverage and, because the comfortable handlebars are more street-bike width, there’s no nervous feeling at speed. Going quickly from one side to the other in tight esses, the bike is agile without being anxious. I find I can place it exactly where I want on the road, and if I need to adjust my line mid-corner, the GX+ doesn’t get upset at all.
The IMU-controlled ABS unit operates on Brembo monobloc front calipers; the rear brake is a Nissin. The brakes have tons of feel and are incredibly powerful. Although I don’t use it often, the rear brake pedal is a little tucked in, presumably as a legacy from the ADV side of things. To cover it, I have to turn my foot inwards a little, something I quickly got used to.
Developed in a wind tunnel, the windshield offers good protection, and the carefully measured flow underneath minimizes buffeting. I prefer it in the lowest setting so I can look over the screen rather than through it. Although it has three height settings, a hex key is needed to change the windshield height, and it is not included in the toolkit.
Behind the windshield, the instrumentation and switchgear are gems. The 6.5-inch TFT color display, which auto-switches to dark mode in low-light conditions, has zero glare, and each function is easily read. Changes to the ride modes and the other functions are intuitive to make on the fly; it really couldn’t be any simpler. All lighting is LED, and the small, stacked headlights at the front really look futuristic and cool.
I like that the Smart Cruise Control is not adaptive; it’s either on or off with the usual set/resume button. The smart part allows for gear changes without disengaging. I’m not sure why anyone would want to do that, but it’s there in case you do.
The 2024 Suzuki GSX-S1000GX+ has supercar-esque stunning good looks. Angular surfaces and gorgeous metallic paint make the bike a showstopper. It garnered much attention, especially from the BMW GS crowd, who were attracted to the GX+.
The color-matched luggage is great, and the metallic Shadow Green and Silver paint looks sophisticated. As with most systems nowadays, the luggage is ridiculously easy to install and remove. I also like that it uses the single ignition key—there’s no keyless fob—to access the gas. Because the short exhaust muffler doesn’t protrude very far, it doesn’t interfere with the bags, so they are both full-size and very roomy. Each bag easily holds a full-face helmet, even with an external communication device installed. Interestingly, although the bags are not heavy, I did find that the 2024 Suzuki GSX-S1000GT+ rides even more amazingly without the bags, and it becomes a full-on sportbike.
The Suzuki mySPIN infotainment system works with the free smartphone app of the same name by integrating your phone with the dash; functions include Contacts, Phone, Maps, Music, and Calendar. I used the Maps feature, and it worked well enough. I took a phone call one time, which worked well. Still, I prefer a handlebar mount for my phone—a two-amp USB outlet is provided—as that keeps the instrument panel clear, and my phone is already integrated with my Sena communications device.
I lived with the 2024 Suzuki GSX-S1000GT+ for a couple months, and having put several thousand miles on it, I was very impressed. At $18,499, I won’t say it’s inexpensive. However, the GT+ is an outstanding value for money compared to similarly equipped machines. I’ve traveled a lot, and from what I’ve seen, this spectacular country has a ton of great roads in need of maintenance. The 2024 Suzuki GSX-S1000GX+ is the perfect answer to those conditions and will encourage you to go out and explore. I certainly did.
Action photography by Don Williams
RIDING STYLE
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
2024 Suzuki GSX-S1000GX+ Price: $18,499 MSRP
