Suzuki GSX-S1000GX 2024 Quick Spin

Suzuki’s first incursion into the adventure sport segment with the GSX-S1000GX not only manages to harness – and successfully deliver – huge chunks of sporting prowess, but the company’s first model to feature active suspension makes it a seriously impressive value proposition.

That’s ‘value’ in terms of pure roadcraft, because technology doesn’t simply come with a nod and a wink – it costs.

That’s why the GSX-S1000GX crossover is the most expensive of the Suzuki GSX-S range at $25,890 ride away. But compared to its opposition in the adventure sport and spots touring categories – and there is an abundance – the machine sits around mid-range.

In May, 2024, bikesales rode the GSX-S1000GX for the first time and came away bullish with the whole experience, but the opportunity for a ‘second opinion’ riding two-up around the peaks of north-east Victoria was just too compelling.

And, with a dearth of new models from Suzuki in recent years, when something with excellent bona-fides looms large from the Japanese manufacturer it’s worth another look. 

Damien Pelletier’s GX review took a comprehensive look at the chassis, tech, engine and electronics on the newcomer, so this story will adopt a less forensic and more holistic tone. 

Excellent, which seems to be the universal appraisal for most active suspension systems these days. And the argument about electronic suspension being a compromise technology doesn’t really cut the mustard, as the very nature of a crossover machine is about compromise.

And, with the extraordinarily precise real-time damping function of the Showa-manufactured Suzuki Advanced Electronic Suspension (SAES), you’re in extremely professional hands. For 99 per cent of riders (and pillions), that’s more than adequate.

The SAES plies its trade on electronic versions of the SFF-CA upside-down telescopic fork and BFRC lite link-type monoshock. The rear also includes an electronic preload function, which can be left in an automatic mode or preset with the one rider, one rider with luggage, and so on.

On more hardcore adventure bikes, I’ve often set the preload to its outer reaches (i.e. two riders and luggage) to maximise available stroke in snotty terrain, but I left the GX in auto mode – even with a pillion in the mix.

The damping can be set independently of the rider mode which is very handy as not all riders flick between modes on a regular basis – I’d say only a minority are in that camp.

On open roads at genteel speeds, the SAES damping set on ‘S’ provides a magic carpet ride, with most road imperfection not even providing nuisance value.

Of course, as the tempo rises the harder ‘M’ and ‘S’ settings come into their own to manage heightened acceleration, cornering and braking forces. I couldn’t have been more impressed with how the harder damping settings helped the GX pivot from relaxed mode into a superb corner carver, especially with the heavier pillion payload.

The 17-inch cast wheels, fitted with Dunlop Roadsport 2 rubber, remained beautifully planted all weekend, and the bike wasn’t nervous or flighty even under some fearsome Brembo monobloc-inspired braking. 

We even took in about 70km of graded dirt roads thanks to a navigational oopsie (thanks Paul!), and the GX – with the active damping set on S – didn’t miss a beat. I wouldn’t make a habit out of it, but with 150mm of travel it’s certainly not as nerve-jangling off-road as the lower-slung GSX-S1000GT sports-tourer.

The GSX-S1000GX is an example of seamless integration between active suspension, electronics and chassis. If this is evolution, I’m with it every step of the way.

Yes, and it now must go down as one of the blue-chip powerplants of the 2000s, blending towering performance with longevity, a bulletproof design and a real X-factor. It’s brilliant, so no surprises the GSX-R1000s that housed the engine – the K5 and K6 – are now prized collectibles.

Today, the constantly updated Euro 5 engine is still going gangbusters in the GSX-S1000s, but that’s not to say ageism is alive and well. In my view, throwing brickbats about age entirely misses the point, as for pure road-riding enjoyment the K5 is still one of the best – and with a tasty induction growl, too!

The engine is the visceral heartbeat of the GSX-S1000GX, with 150hp (112kW) and 106Nm of silky-smooth power in the adventure sport sweet spot. And that gearbox is sensational, which makes the bi-directional quickshifter a joy.

The only criticism of the engine is vibration around 110km/h in top gear, which does give both mirrors some serious shakes. At 100km/h, the Suzuki sits on about 4200rpm, and the rev limiter is set at 11,750rpm.

With its long-legged stance it did feel a little awkward at first, but with miles under the belt that feeling soon dissipated.

And with high handlebars and plenty of legroom, there are no pressure points emanating from the GSX-S1000GX – just cruising in comfort behind the three-way adjustable screen. There is a little bit of buffeting, but certainly no annoying turbulence.

Unless your body has above average elasticity, you won’t be adopting a racer-type crouch on the Suzuki. However, at least you know the twin-spar aluminium frame and electronic suspension are more than up to the cornering task – very swifty and proficiently if you have the urge – in the 232kg (wet) package.

My wife joined me as pillion, and she loves being enveloped by panniers and a top box on our regular adventure touring mount. No top box this time, but there were accessory panniers ($1984.70) fitted, and she commented that she had “never felt as one” with me on a motorcycle before. I guess that’s a positive, but she was also a big rap for the pillion seat (despite initial reservations about its smaller girth) and the general level of comfort.

There was minimal fatigue (rider, at least….) after our day one jaunt from Melbourne to Harrietville, which left more than enough energy for a late-arvo gallop over the always-entertaining Tawonga Gap.

Other accessories fitted to the bikesales test unit were heated grips ($767.50) and a comfort seat ($536.90).

Consumers are spoilt for choice in the adventure sport and sports touring categories, but the GSX-S1000GX has the form and function to stand tall among its contemporaries.

The spec levels are impressive on a machine which accelerates, stops, turns and accommodates with a level of agility and acumen that is right up there.

Solo or two-up, this Suzuki is a gem.

ENGINE
Type: Four-stroke, four-cylinder, liquid-cooled, DOHC
Capacity: 999cc
Bore x stroke: 73.4mm x 59mm
Compression ratio: 12.2:1
Engine management: Bosch electronic fuel injection, ride-by-wire

PERFORMANCE
Claimed maximum power: 150hp (112kW_ at 11,000rpm
Claimed maximum torque: 106Nm at 9250rpm

ELECTRONICS
Type: Bosch
Rider aids: Active electronic suspension, cornering ABS, traction control, quickshifter, USB port, 6.5-inch TFT display, smartphone connectivity
Rider modes: Active, Basic and Comfort

TRANSMISSION
Type: Six-speed constant mesh
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: Twin-spar aluminium
Front suspension: Showa inverted telescopic forks, coil spring, oil damped, 150mm travel
Rear suspension: Showa Link type mono-shock, coil spring, oil damped, 150mm travel
Front brakes: Twin 310mm floating discs with radial-mount Brembo monobloc calipers
Rear brake: 260mm disc with single-piston calliper
Tyres: Dunlop Roadsport 2 – 120/70-17 front, 190/50-17 rear

DIMENSIONS AND CAPACITIES
Rake: 25.5 degrees
Trail: 97mm
Claimed wet weight: 232kg
Wheelbase: 1470mm
Seat height: 845mm
Fuel capacity: 19 litres

OTHER STUFF
Price: $25,890 ride away
Colours: Glass Sparkle Black, Metallic Triton Blue
Warranty: Three years, unlimited kilometres