SUZUKI GSX-S1000GX (2024 ) Review

Riding Suzuki's new £14,499 GSX-S1000GX sports tourer here in Portugal for the first time is a thrill. It's sporty, superbike-fast, simple to ride, comfortable, and every bit a 'tall rounder' in the mold of BMW's fiery S1000XR and Yamaha's wildly popular Tracer 9 GT+.

It provides excellent all-day comfort, speed, and technology, but falls short of being the whole package. Its new electronic suspension provides a comfortable ride and sharpens brilliantly at high speeds, although larger tyres and stronger brakes would improve handling and riding pleasure. The engine is definitely speedy, but it lacks bottom flavor, a larger top gear for cruising, and more balanced riding modes. It's well-finished and equipped, but it misses some of its competitors' extras, such as the requirement for tools to adjust the screen and the lack of a top box option.


The Suzuki GSX-1000GX is based on the GSX-S1000GT and has longer travel suspension, a thicker seat, taller bars, and a riding posture that falls midway between a sports tourer and an adventure bike. It's spacious enough for a six-footer, but not so lofty that smaller riders may have trouble getting their feet on the ground.

The GX is not only a comfortable place to ride, but it is also Suzuki's most sophisticated road bike. It boasts a new Bosch six-axis IMU that handles cornering ABS, traction control, anti-wheelie, and lean-sensitive torque control, just like the now-discontinued GSX-R1000R. It all adds a layer of safety while shooting in and out of corners. To compete with its high opponents, the GX is also outfitted with new semi-active Showa forks and a rear shock.


Suzuki may have been late to the electronic suspension party, but it complements the GX's flexibility well. With the push of a button, you may select a gentle or firm ride, and rear preload can be adjusted in auto (self-leveling) mode or static settings for rider, rider/luggage, and rider/pillion.

It takes some fumbling to get it right, and on its default settings, the 232kg Suzuki (6kg heavier than the GT) understeers, especially at low speeds, but it's simple to modify with a deft touch of a button.

To load the front and maximize traction from the low grip Dunlop Roadsport 2 rubber and slippery Portuguese roads, we settle on a medium damping setup and additional rear preload. Normal-speed handling isn't particularly snappy, but as you accelerate, the fork and shock damping improve and the GX steers crisper, aided by broader new bars. It rails around curves at high speeds and exudes feel. However, it would shine even brighter with stickier tires, and it has ample of stopping power, like its GSX-S1000 brothers, but with a regrettably wooden feel at the lever.



Although the GX's 150bhp, 999cc inline four is based on the legendary 2005 GSX-R1000K5 (of which Suzuki has produced over 180,000 units), it's the least striking aspect of the GX's design. The indestructible motor is smooth and powerful, with a rough but unnoticeable edge owing to rubber-mounted bars and rubber-topped pegs. Despite being retuned from its superbike days, it still thrives on revs and lacks the richness and immediacy of a sports tourer at low rpm in either of its rider modes.

Suzuki has nailed it in terms of build quality, polish, and its new design and color schemes (blue/silver, green/silver, black). Even better, it's practically the same GSX-S1000 that was introduced in 2015, with the exception of the occasional bell or whistle. And, of course, the K5-derved engine existed for at least a decade before that. Our online owners' evaluations show no mechanical or electrical issues, with the exception of a few instances of thin paintwork in areas and fasteners corroding during winter riding. Some owners have modified the brakes as well as installed a more contemporary 55-section rear tyre.

The days of motorcycles like this costing about ten thousand are long gone, but the Suzuki GSX-S1000GX undercuts its nearest rivals: the identically equipped £15,740 BMW S1000XR and Yamaha's £14,910 Tracer 9GT+.

However, the Yamaha offers greater value with to standard panniers, a center stand, heated grips, a larger dash, radar cruise, backlit switches, and adaptive cruise control.

Along with improved rider aids and technology, standard equipment includes cruise control, hand guards, a rack, a USB charger, an adjustable screen, and a bright and sharp 6.5in color TFT display. Rider assistance capabilities, including as power modes, TC, and suspension support, are simple to use and controlled by the left switchgear buttons. Panners (36 liters), heated grips, and a center stand are all optional extras, and there is no official top box.









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