Suzuki GSX-S1000GX 2024 Review

I’ll be honest, the GSX-S1000GX name is a little cumbersome, but this is one of the most important new Suzuki models for years, being their very first foray into the increasingly popular ‘Sport Crossover’ segment.

And Suzuki isn’t mucking about, with the GX also being the brand’s first motorcycle to feature active suspension technology. Suzuki clearly invested heavily in the GX’s R&D, but is it good enough to stage a come from behind win in such a fiercely contested category?

What does the 2024 Suzuki GSX-S1000GX cost?

This is the all-singing, all-dancing, premium star of the GSX-S family, and it’s also the most expensive at $25,890 ride away. That makes it pricier than competitors such as the $23,400 Honda NT1100 and the $23,165 Kawasaki Versys, but cheaper than the $27,599 Yamaha Tracer 9 GT plus, the $28,670 BMW S 1000 XR, the $27,200 Ducati Multistrada V2 S and the $34,835 KTM 1290 Super Duke GT.

A quick look at the respective features of the above bikes shows that adjustable traction control, ABS, cruise control, electronic ride modes and quickshifter are pretty standard, but only BMW and Suzuki offer active suspension in this price range.

What powers the 2024 Suzuki GSX-S1000GX?

As with its litre-class GSX-S siblings, the GX engine is derived from the 999cc DOHC inline four that first saw service in the 2005 GSXR-1000. It’s a design that originally won Suzuki countless superbike titles across the globe, and its smooth, muscular characteristics are still more than relevant today. Not only is it Euro-5 emission compliant, but it delivers 70% of its peak 106Nm torque figure at just 3000rpm. With 112kW (152hp) at 11,000rpm, there’s also more than enough power on tap to separate you from your license for a very long time if you’ve got a hyperactive right wrist.

What equipment does the 2024 Suzuki GSX-S1000GX have?

Fix yourself a cuppa and settle in, because the next two sections are going to take a while. The GX is stacked with quality componentry, including the twin-spar alloy frame, alloy swingarm, 3-step adjustable windscreen, bi-directional quickshifter, 6.5 inch full-colour TFT LCD screen and 6-spoke cast aluminium wheels. The rider seat cushion is 15mm thicker than on the GSX-S1000GT, adding to the GX’s touring ability. The front Showa SFF-CA forks and Showa monoshock gift the GX with a generous 150mm of suspension travel at both ends. The suspenders can be set up for sporty or sedate riding, but the only adjuster you’ll actually need a screwdriver for is the front preload.

What electronics and safety features does the 2024 Suzuki GSX-S1000GX have?

Here’s where it gets really interesting. Not only can the suspension be electronically adjusted, but it also adapts to changing road conditions thanks to sensors that measure fork and shock stroke a thousand times per second. It sounds a bit science fiction, but the effect on the road is a more comfortable, stable ride.

Three riding modes are included (Active, Basic and Comfort) that adjust traction control, throttle mapping and suspension presets, while the rear preload can also be electronically set for a pillion and/or luggage. While some motorcycles come with one or two modes that can be individually tailored, the GX’s parameters are individually adjustable in every mode, with the settings remembered by the ECU even after you’ve turned off the bike. It’s all very logical and easy to navigate via the bar switches, and makes some other systems feel needlessly complex by comparison.

There’s also LED lighting, cornering-enhanced ABS, cruise control and smart phone connectivity via Suzuki’s ‘mySPIN’ app. Bar warmers can be optioned, along with a vast array of other accessories including comfort seat, top box, panniers, hand guards and centre stand. About the only electronic feature not available is keyless ignition. 

What is the 2024 Suzuki GSX-S1000GX like to ride?

Our test route to Warrnambool encompassed some of Victoria’s best roads, including stretches of the iconic Great Ocean Road, but first we needed to escape the Melbourne traffic melee. The lofty view bestowed by the GX’s elevated, upright ride position makes it feel like you’re floating grandiosely above the mayhem that ordinary road users are subjected to, and the inline four’s potent mid-range allows you to dismiss pesky drivers with a casual flick of the wrist. Legroom is plentiful, and the bars are high enough that there’s no weight at all on your wrists. On take-off the clutch felt slightly grabby at times, though that could be due to our brand-new bikes being barely run in.

Freeway wind blast is nicely mitigated by the sloped screen, and when the traffic finally thinned it was a novel feeling to quickshift slickly up and down the box without interrupting the cruise control. You can also thumb the speed up and down incrementally via a bar mounted button.

As freeways gave way to snotty country roads, I was very appreciative of the ‘B’ riding mode’s more relaxed suspension settings. Although you never actually feel the active suspension doing its thing, the way the long-stroke suspenders soaked up ruts that would normally have jolted my butt out of the seat, was seriously impressive.

In Angry mode the suspension tautens like a flexed bicep, and the sharpened throttle response has the engine snarling to life with bestial righteousness. Suzuki has always made the best sounding straight fours to my ear, and tightening emission regulations still can’t quite strangle the strident inline howl. Let off the leash, the GX is properly rapid, and the crisp, polished power delivery makes wheelies very tempting.

On more twisting roads it’s staggering just how much ‘sport’ has been mixed into the GX crossover. The tall riding position negates a traditional racer crouch, but the high bars and agile chassis mean you can chuck the GX from side to side like a big motocrosser. The Dunlop Sportmax hoops are capable of sustaining serious lean angles and the active suspension contributes to consistent, confidence-inspiring cornering. Despite the long-stroke suspension you can hit the anchors hard, with the active dampers reacting instantaneously to provide a stable front end.

Despite covering nearly 500 kilometres, I still felt quite fresh at stumps aside from a slightly sore rear end - testament to the GX’s excellent ergonomics and fatigue reducing features. Fuel economy isn’t especially noteworthy, but the 19-litre tank still allows for 300km-odd stints between refills.

Should I buy the 2024 Suzuki GSX-S1000GX?

Suzuki says it didn’t benchmark any particular competitor in developing the GX, but to me the rival it most closely resembles in form and function is the S1000XR – for which Suzuki has crafted a seriously convincing and cohesive challenger. The technology, engine and versatile chassis imbue the GX a huge bandwidth of talents, from two-up touring to canyon carving, or even occasional gravel riding. Active suspension really feels like a step forward in motorcycle evolution, especially when it’s so seamlessly integrated with electronic riding modes.

I preferred the sinister edginess of the black version, but the traditional blue colour scheme also looks super modern and purposeful. Aside from that, I’d probably just option mine with the comfort seat and panniers and ride happily ever after.

ENGINE
Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Capacity: 999cc
Bore x stroke: 73.4 mm x 59.0 mm
Compression ratio: 12.2:1
Engine management: Bosch electronic fuel injection, ride-by-wire

PERFORMANCE
Claimed maximum power: 112 kW at 11,000rpm
Claimed maximum torque: 106 Nm at 9,250rpm

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: 6-speed constant mesh
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: twin-spar aluminum
Front suspension: Showa Inverted telescopic forks, coil spring, oil damped
Rear suspension: Showa Link type mono-shock, coil spring, oil damped
Front brakes: Twin 310mm floating discs with radial-mount Brembo monobloc calipers
Rear brake: 260mm disc with single-piston calliper
Tyres: Dunlop Sportmax Roadsport 2 tubeless – front 120/70ZR17M/C (58W), rear 190/50ZR17M/C (73W)

DIMENSIONS AND CAPACITIES
Rake: 25.5°
Trail: 97 mm
Claimed wet weight: 232 kg
Wheelbase: 1,470 mm
Seat height: 845 mm
Fuel capacity: 19 L

OTHER STUFF
Price: $25,890 ride away
Availability: Now
Colours: Glass Sparkle Black, Metallic Triton Blue
Warranty: Three years, unlimited kilometres
More information: Suzuki Australia