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Suzuki GSX-S 1000 GX review (Baujahr 2024)

Crossover in a class of its own from Japan

05.05.2024

Photos: Motorradtest.de

The Suzuki GSX-S 1000 GX is not only the first Hamamatsu crossover, but also Suzuki's first machine with electronic suspension. So everything is new on this machine? Well, we're already familiar with the K5 engine, and thankfully, GX immediately feels like a familiar Suzi. Conclusion in advance: Absolute killer bike!!

A cross between V-Strom and GSX-R?

Suzuki has always been a guarantor for well-made, rather simple, but also inexpensive motorcycles. Just think of the blessed bandits, who for years ensured that Suzuki took first place in terms of market share in Germany until the early 2000s. So now a completely new crossover, which, like Kai out of the box, was presented at the last EICMA and has been available at dealers since the beginning of the year for 17,400 euros <gulp>. At this price, one or the other Suzi fan will surely swallow, but wait guys, this is a machine that you won't soon forget after a test ride.

Available colors for the GX: Black, Blue, Dark Green.

The GX comes in blue, black, and dark green. Technically, it is fully equipped except for the radar with a semi-active suspension, lean angle sensors, navigation solution, cruise control, driving modes, etc. However, Suzuki has unfortunately not given the GX heated grips and center stand as standard, so many buyers will probably go straight for the Travel Edition, where these important features are included as well as a chic suitcase set. The Travel Edition is available for 19,100 euros.

Travel edition of the GX with heated grips, cases and center stand for 19,100 euros.

Dimensions and seat ergonomics

You sit completely upright on the GX and therefore very comfortable. The passenger will find enough space as well as very good handles, so that nothing stands in the way of a tour for two. The weight of 232 kg is still quite moderate compared to classic adventure bikes, but the footpegs are a little sportier (higher and rear), which results in an equally sportier knee angle. Nevertheless, you will be able to cover long daily stages with the GX without any problems, and the seat ergonomics are excellently done in our opinion.

That's what it's like to sit on the Suzuki GSX-S 1000 GX.

360-degree tour of the Suzuki GSX-S 1000 GX

Technology

The GSX-S 1000 GX has a bright, sharp and therefore very easy to read 6.5-inch TFT color display. Even when the sun is shining directly on the screen, everything is perfectly visible. The cockpit is operated via a 4-button D-pad plus enter and back buttons. Although the operation is complex, it works very well after a short training.

We also really liked the full-map navigation, which requires two apps: the Suzuki "My Spin" app and the "Sygic" navigation app, which costs 1.50 euros per month for an annual subscription. That's perfectly okay from our point of view, because it's a really good and full-fledged navigation solution with a lot of options.

The technical helpers and assistance systems of the GX are also at a high level. The lean angle sensors are provided by a 6-axis IMU with access to traction control and ABS. The electronic suspension, based on the semi-active Showa EERA, ensures the correct damping, the correct spring preload and also responds to braking manoeuvres and the pilot's driving style. There is an automatic load detection and various sensor systems with completely incomprehensible abbreviations, such as SAES, SDDC, SFRC, etc.

Sounds complicated, but it's not. On the contrary, the GX makes it easy for the rider. You simply select a riding mode A (Sport), B (Standard) or C (Comfort) and the machine is retuned in all facets. This is really very successful and you can clearly feel the differences. Of course, you can also adjust power mapping, traction, etc. manually, but we didn't do that because the A/B/C control worked perfectly. Only LED technology is used for the lights, and Suzuki has strangely forgotten about an automatic turn signal reset.

There he is, the splendid fellow! 999cc K5 with 152 hp - a monument of motorcycle engine construction.

And that's how she drives herself

We're about to start, first the soundcheck. Guys, put on your ears. 97 dbA is written in the vehicle registration document, but the GX sounds much louder. Especially, of course, when you step on the gas. Then the four-cylinder engine literally screams at you. It sounds like the Superbike race track or the old days when motorcycles were still allowed to sound like motorcycles. Soundcheck at the top right, here you go.

The first few meters with the GX are a dream. The machine is so harmoniously and homogeneously tuned that you can't breathe. The interplay between suspension, quickshifter, engine and brakes is simply terrific. I don't even know where to start. Let's take the quickshifter, which of course works in both directions. To cut a long story short, I've never experienced a better quickshifter. However, you have to know that such shift aces also have it easier the more cylinders and flywheel mass an engine has, which is the case here. Buttery smooth and super fast you whip from first to sixth gear, nothing jerks or twitches, that's how it should be!

Next, let's take a look at the engine, which doesn't really have much more to say about. For many years, the K5 has been delighting motorcyclists all over the world. With its 152 hp and 106 Nm, the in-line four pushes in all situations, is super elastic and feels like a 6-cylinder in a BMW 3 Series - wonderful! You can "drop" down to 30 km/h in sixth gear and then accelerate, that doesn't itch the engine at all. And then that power when accelerating!! Volker takes the Suzuki from 0 to 100 km/h in 3.2 seconds without having to shift into second gear. Luckily, the GX has wheelie control, otherwise you'd probably be riding on the rear wheel all the time.

elektronisches Fahrwerk der GSX-S 1000 GX

Adaptive suspension and Brembo brakes on the GSX-S 1000 GX.

You are slowed down by a radially bolted Brembo 4-piston fixed caliper on 320 double discs and with a brake pump from Nissin. Okay, they're not stylemas, but the GX brakes really well. The rear brake is unobtrusive, as is the cornering ABS. Typical Suzuki, everything just works in a manageable and predictable way.

The machine has an impressive-looking two-sided swingarm made of aluminium and the 6-spoke cast wheels are also made of light alloy. The tyres used are the very good Dunlop Sportmax Roadsport II. It's no wonder that the machine rides fluffy with a 17-inch front wheel, 1.47 m wheelbase and a rather steeply mounted fork. In contrast to its sister model, the GT, everything here is designed more for corners and sport, the GT prefers to drive long curves and motorways. Of course, the GX can also do this, but we had to find out during our highway test drive that the machine is limited to 223 km/h (according to the speedometer). Of course, the engine could easily be two hundred and fifty...

The real surprise for us about the GX, however, was clearly the outstanding suspension. We haven't seen such a harmonious overall performance for a long time, apparently Suzuki has shown a lot of patience in the tuning of the semi-active chassis and has done decent development work. This crossover can actually do both: travel and race! We especially enjoyed the latter to the fullest. You have to be a little disciplined, otherwise points will quickly await you in Flensburg.

By the way, if you take it easy, you shouldn't be surprised about a consumption of about 6.5 liters per 100 kilometers. This means that despite 19 litre tanks, the range is only 300 kilometres on a single tank of fuel. Well, the GX isn't a travel enduro, it's still a cross-over bike. But what a one!

The warranty on the GX is a very good four years. Competitors include the BMW S 1000 XR, Kawasaki Versys 1000 SE and Yamaha Tracer 9 GT+ . The BMW is noticeably more expensive, Yamaha and Kawa are about on the same price level as the Suzuki.

Conclusion on the Suzuki GSX-S 1000 GX

Rarely have we been so impressed with a bike during our test rides as we were with the Suzuki GSX-S 1000 GX. It has endless power, is technically fully equipped and rides more harmoniously than almost any other bike. Above all, it doesn't annoy the driver with all the built-in assistance systems, the driver simply benefits from them without having to adjust them greatly. Great cinema for a lot of money, but every euro is well invested. And by the way, the competitors are not cheaper either...

The test machine was provided to us by Bergmann & Söhne in Tornesch. There she stands as a demonstrator and is looking forward to test drivers. However, we have to warn you: Statistically speaking, a test drive with the GX leads to an immediate impulse purchase in 95% of cases! :-)

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