The 2024 Suzuki GSX-S1000GX+ is a new “crossover” motorcycle that combines the engine performance and chassis of a sport-tourer with the upright stance and long-travel suspension of an adventure bike. Think of it as the love child of a GSX-S1000GT+ and a V-Strom 1050. It’s also a direct competitor for the BMW S 1000 XR, Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.
Related: Suzuki GSX-S1000GT+ Review | Road Test
Related: Suzuki V-Strom 1050XT Review | Tour Test
The GSX-S1000GX+ features Suzuki’s first electronic suspension system, which is integrated into the Suzuki Intelligent Ride System (S.I.R.S.) electronics suite. Available in the spring of 2024, the GSX-S1000GX+ will retail for $18,499.
Sharing an engine with the GSX-S1000 sportbike and GSX-S1000GT+ sport-tourer, the GX+ is powered by a long-stroke 999cc inline-Four adapted from the GSX-R1000 K5 (2005-2008) and retuned to make it more suitable for the street. When we tested a 2022 GSX-S1000, it made 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno. Camshaft profiles were revised to decrease lift and valve overlap in an effort to reduce emissions and improve rideability.
Equipped with throttle-by-wire and a six-axis IMU, the GSX-S1000GX+ features the most comprehensive Suzuki Intelligent Ride System (S.I.R.S.) electronics suite yet. It includes Suzuki Drive Mode Selector Alpha (SDMS-α) with three ride modes (Active, Basic, and Comfort) that have presets for throttle response, traction control, and suspension damping.
Developed by Showa, the new the Suzuki Advanced Electronic Suspension (SAES) combines the SFF-CATM inverted telescopic fork, BFRC-lite link-style rear shock, and electronic damping control with four modes (Hard, Medium, Soft, and a customizable User mode) as well as incremental adjustability. Spring preload is adjusted manually on the fork but electronically on the rear shock. There are several proprietary algorithms programmed into the SAES system, including Suzuki Floating Ride Control, Suzuki Velocity Dependent Control, and Suzuki Deceleration Damping Control, which are designed to improve ride quality and chassis stability.
The S.I.R.S. electronics suite also includes the five-mode Suzuki Traction Control System with wheelie control and Roll Torque Control (adjusts engine output during cornering), an up/down quickshifter, Smart Cruise Control (which can be used with the quickshifter), cornering ABS, rear lift mitigation, the Suzuki Easy Start System, and Low RPM Assist. Everything is managed via menus on the 6.5-inch color TFT display, which also controls the Suzuki’s mySPIN smartphone app to display maps, phone calls, contacts, and music.
Holding the GSX-S1000GX+ together is a GSX-R-derived twin-spar cast-aluminum frame and cast-aluminum swingarm, along with a tubular-steel trellis subframe. Suspension travel is 5.9 inches front and rear, which is more than the GSX-S1000GT (4.7/5.1 inches) but less than the V-Strom 1050 (6.3/6.3 inches). The taller suspension and lower footpegs increase the distance between the rider’s hip and foot by 0.6 inch, and seat height is 33.3 inches. For added comfort, the passenger seat is 1 inch wider and 0.4 inch thicker than the one on the GSX-S1000GT.
Up front, a pair of Brembo radial-mount monoblock 4-piston calipers squeeze 310mm discs, and at the rear is a Nissin 1-piston caliper squeezing a 240mm disc. Cornering ABS is standard.
Similar to its GT stablemate, the GSX-S1000GX+ has a sharply pointed front fairing with a pair of stacked LED headlights in the center and a pair of “cat eye” LED position lights. It also has angular side panels and radiator shrouds that match the sharply creased fuel tank, which holds 5.0 gallons of fuel. The wheels, engine, components, frame, swingarm radiator shrouds, low-slung exhaust pipe, handlebar, seat, and most of the side cases are finished in black. The front fender, front fairing, fuel tank, and top side case panels are finished in a dark Pearl Matte Shadow Green, which contrasts with the silver on the side panels and rear luggage rack and the gold fork tubes.
Touring amenities include standard handguards, a three-position windscreen, a rubber-mounted handlebar, a luggage rack that holds up to 13.2 lb, a pair of 25.7-liter side cases that hold up to 11 lb each, and a centerstand. Available accessories include heated grips, premium seats, a low seat (rider seat height 32.7 inches), small and large tankbags, axle sliders, frame sliders, billet levers, logoed tank pads, and tank protection foil.
We selected the Suzuki GSX-S1000GT+ as our 2022 Motorcycle of the Year, and the Yamaha Tracer 9 GT was our 2021 Motorcycle of the Year. We look forward to seeing how the GSX-S1000GX+ stacks up against the latest Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.
Check out more new/updated bikes in Rider’s 2024 Motorcycle Buyers Guide.
2024 Suzuki GSX-S1000GX+ Specifications
- Base Price: $18,499
- Website: SuzukiCycles.com
- Warranty: 1 yr., unltd. miles
ENGINE
- Type: Liquid-cooled, transverse in-line Four, DOHC w/ 4 valves per cyl.
- Displacement: 999cc
- Bore x Stroke: 73.4 x 59.0mm
- Horsepower: 151 hp @ 11,000 rpm (factory claim)
- Torque: 78.2 lb-ft @ 9,250 rpm (factory claim)
- Compression Ratio: 12.2:1
- Valve Insp. Interval: 15,000 miles
- Fuel Delivery: EFI w/ throttle-by-wire, 40mm throttle bodies x 4
- Lubrication System: Wet sump, 3.6 qt. cap.
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
CHASSIS
- Frame: Twin-spar cast-aluminum frame, cast-aluminum swingarm, tubular-steel trellis subframe
- Wheelbase: 57.9 in.
- Rake/Trail: N/A
- Seat Height: 33.3 in.
- Suspension, Front: 43mm inverted fork, electronically adj., 5.9 in. travel
- Rear: Single linkage shock, electronically adj., 5.9 in. travel
- Brakes, Front: Dual 310mm floating discs w/ 4-piston radial monoblock calipers & ABS
- Rear: Single 240mm disc w/ 1-piston caliper & ABS
- Wheels, Front: Cast, 3.5 x 17 in.
- Rear: Cast, 6.0 x 17 in.
- Tires, Front: 120/70-ZR17
- Rear: 190/50-ZR17
- Wet Weight: 511 lb (factory claim, excluding side cases)
- Fuel Capacity: 5.0 gal.
So this new bike, basically on the same chassis as the gsx1000 gt, has cornering ABS, hopefully the GT gets cornering ABS this year. That was about the only thing they missed the mark on that bike
I’m trying to see where all the price increase is. Sure technology cost money, but you’ve got a remembe you’re paying for something that might be a little intrinsic value to a lot of riders. Those that stick their neck out and ride above their skill level, in the rain and all kinds of weather conditions probably benefit most from the latest technology, but the rest of us that have accumulated 500,000 miles realize that the best technology is the one between your ears.
All the technology in the world want to help out a guy who gets drunk and hops on his bike or his pushes his skills in wet conditions. You can be just as dead riding a bike with all the latest tech as you can a 1970 Honda 750.
If the headlights are similar to the one on my ’23 V-Strom 800DE you’d better budget in for some high powered fog/driving lights.
Piggy backing on “Sir William” comment. I see the price increase differently. To me, we are looking at what I think is a cool bike. However, much of it is either in use on other models, or an older piece refreshed for this application. I would expect R&D and production cost to be much lower than many “new” models. Cost to the consumer doesn’t appear to be based upon production any longer but on what the maximum the seller thinks they can get.
Looks interesting. Longer suspension travel is a definite plus for touring, IMO.
I would probably opt for the Guzzi Stelvio, a similar bike and I like Guzzis
I would expect CarPlay and android integration at that price point.
Hi RM!
Just wondering why all the colors of the GSX-S1000GX are not made available in the US? Seems short sighted, especially if it wants to compete with other companies that do offer more colors in the US (like BMW).
Thanks.
Larry
Guys,
Any idea where the lower seat option can be purchased?
I am from Singapore.