Tag Archives: Suzuki GSX-S1000GT

2024 Suzuki GSX-S1000GX+ Review | First Ride 

Suzuki GSX-S1000GX+ Action
Suzuki brings us a “sport crossover” in the form of the new GSX-S1000GX+ we tested in Portugal. (Photos by Ula Serra & Amylee Photography)

Suzuki’s new GSX-S1000GX+ is further evidence of the evolution in the sport-touring class. Formerly, the class consisted of big, heavy machines and sportier but less luxurious ones. Then came the influx of adventure bikes, which offered roomier riding positions and have become dominant in the marketplace. 

The marketing materials for ADVs regularly show the bikes being ridden in desolate areas on unpaved terrain, inspiring our sense of adventure. However, ADVs are often used like crossover SUVs, with personas of rugged adventure but most often used on paved roads. So now we have crossovers that have spacious riding positions beyond what’s offered from traditional sport-tourers. Of note are BMW’s powerful S 1000 XR, Kawasaki’s capable Versys 1000 SE LT+, and our 2021 Motorcycle of the Year, Yamaha’s Tracer 9 GT, which was recently updated to the GT+.   

Related: 2024 Yamaha Tracer 9 GT+ Review 

Hot on the heels of Suzuki’s GSX-S1000GT+, our 2022 Motorcycle of the Year, is the new GX+ version that has a more open riding position, blending attributes of an ADV with a sport-tourer. Suzuki calls it the “supreme sport crossover.”  

Suzuki GSX-S1000GX+ beauty
The Suzuki GSX-S1000GX+ glows in the shadows.

Related: 2022 Suzuki GSX-S1000GT+ Review 

GT To GX | 2024 Suzuki GSX-S1000GX+ 

Suzuki didn’t have to start from scratch to create the GSX-S1000GX+. In a nutshell, the GX is a GT with a longer-travel suspension that automatically adjusts damping settings based on IMU-informed electronics. It has 1.2 inches more fork travel relative to the GT and 0.8 inches extra shock stroke – both just 0.4 inch less than the V-Strom 1050 adventure bike. Add in some new bodywork and a stronger subframe, and you’ve got the GX.  

Suzuki GSX-S1000GX+ Nose
Other markets will receive the blue colorway depicted in the action photos, but the U.S. will receive only this Pearl Matte Shadow Green version.

The GT+ is the version of the GSX-S1000GT with hardshell saddlebags ideal for touring. Suzuki will offer a base GX in some markets, but only the GX+ version will be available on our shores. It includes saddlebags and a centerstand as standard equipment.  

The GX further sets itself apart from the GT by the addition of a 6-axis Inertial Measurement Unit, which informs all the electronic systems of the bike’s acceleration, braking, and lean angles. The IMU not only allows for cornering ABS and advanced traction control, it’s also the key ingredient in Suzuki Advanced Electronic Suspension, the company’s first semi-active suspension. 

Suzuki GSX-S1000GX+ front suspension
Suspension damping on the GSX-S1000GX+ is automatically controlled by electronics.

SAES automatically adjusts damping rates depending on road conditions and how aggressively the bike is ridden, and riders can tailor it to their preferences by selecting Hard, Medium, and Soft modes or by customizing settings in a User mode. Moreover, the system also automatically adjusts rear preload via an electric motor to suit various loads of rider and luggage.  

“These technologies,” says Suzuki, “combine to make the GX comfortable and controllable on various road surfaces, ranging from urban asphalt and cobblestones to paved country and twisted winding mountain roads while also providing an engaging and sporty riding experience.”  

Sounds good, right? Not a lot of cobblestones on our shores, so Suzuki sent us off to Portugal for a riveting riding experience on its new GX.

Suzuki GSX-S1000GX+ action
The Suzuki GSX-S1000GX+ is perfectly suited to twisty coastal roads.

Revved Up | 2024 Suzuki GSX-S1000GX+ 

The GX’s cockpit is familiar to anyone who has straddled the GT, with the same user-friendly switches that navigate the various electronic settings on the 6.5-inch color TFT instrument panel. Happily, the TFT screen is mounted much higher than it is on the GT, which makes it far easier to see and use. Smartphone connectivity is enabled with Suzuki’s mySPIN app and can display maps, phone calls, and music. 

Suzuki GSX-S1000GX+ TFT
The vibrant TFT instrument panel is easy to navigate and switches automatically to a dark background in low-light conditions.

The longer travel suspension of the GX bumps the seat height to 33.3 inches, 1.4 inches taller than the GT. However, the seat’s narrow front section gives legs a straight shot to the ground and wasn’t a problem for my 30-inch inseam.  

At the heart of the GX is the revered K5 GSX-R1000 engine that has a bottomless well of power and an arm-ripping 150 hp up top. The 999cc inline-Four originally powered the 2005-2008 Gixxers, and Suzuki says more than 180,000 of the bulletproof K5 mills have been produced in various guises over the years. Suzuki claims 70% of max torque is available from just 3,000 rpm, with peak twist of 78 lb-ft arriving at 9,250 rpm.   

While the K5 has old roots, it remains a stellar powerplant, firing up with a guttural rumble that can willingly shriek to 11,750 rpm when you’re in a hurry. Throttle response is perfectly smooth in the B ride mode but still acceptable in A mode, albeit sharper. Clutch actuation is exceedingly linear, and pulling away from stops is aided by Suzuki’s Low-RPM Assist System that automatically increases engine speed as the clutch lever is released.  

Suzuki GSX-S1000GX+ Action
With 150 hp on tap, the GSX-S1000GX+ blurs the scenery.

Kudos to Suzuki for producing one of the most seamless transmissions on the market, with a bi-directional quickshifter that fluidly swaps gears up and down without the rider needing to touch the clutch lever. A feint stab on the shifter automatically matches revs to the lower gear with a smoothness few riders can match manually. This updated system can also shift gears without interrupting the cruise-control speed setting.  

The riding position of the GX is quite agreeable, with the handlebar 1.7 inches closer to the rider and 1.5 inches taller than the GT’s sportier crouch. The seat-to-peg distance expands by 0.6 inch, but legroom remains more cramped than most ADVs.  

Suzuki GSX-S1000GX+ Action
The GX+ has a comfortably upright riding position, but riders with long legs might feel cramped.

Gear Up 

The GX’s seat isn’t as comfortable as we’d expect from a touring bike. The forward section is too narrow for long-range support, so it’s best to sit as far rearward as arms will allow. The solution is the Premium seat from Suzuki’s accessory catalog, which proved to be much more supportive. The $399.95 saddle uses double-layer padding, and its upper section has heat-shedding material to avoid toasted buns after sitting in the sun. It’s not only far more comfortable, its red stitching and tuck-and-roll surface look sharp. And the included passenger section is highlighted by a snazzy GSX-S logo. If you have short legs, opt for the accessory low seat ($175) which is narrower and 0.6 inch closer to the ground.  

The GX exhibits neutral steering, tipping into corners gracefully if not quickly. It’s a lightweight sport-tourer relative to open-class bikes that typically exceed 600 lb, but it’s not light. It scales in at 511 lb with its 5-gallon tank full but without the saddlebags. A half-inch wider handlebar aids leverage, but the relatively flat profile of the 50-series rear tire inhibits the roll rate relative to more modern 55-series rubber.  

Suzuki GSX-S1000GX+ Action
The GSX-S1000GX+ is fitted with a pair of LED headlights flanked by LED position lamps that resemble eyes.

Grip from the Dunlop Roadsport 2 tires seemed only average on some of the tricky road conditions we encountered on our two-day ride. The IMU-based traction control saved my bacon more than once, mediating at different levels of intervention based on the selected ride mode or by manually adjusting TC via intuitive menus. A light on the TFT illuminates when TC is operating, and the system also controls wheelies to varying levels. 

Active Duty | 2024 Suzuki GSX-S1000GX+ 

The balance offered by semi-active suspension deserves high praise. The automatically adjusted damping keeps the GX’s suspension well-controlled at all times. On city streets and boring highways, I set it to Soft mode for a plush ride. When a twisty canyon road presented itself, I toggled to Hard mode for sportbike levels of tautness.  

The adaptability of the suspension is a boon to riders who travel on all types of roads. While we appreciate fully adjustable manual suspensions, their settings are always a compromise. More problematic is that most riders don’t (or don’t know how to) properly adjust them to suit their weights and riding styles. With the GX, rear preload is automatically set without tools, and it can be increased to a stiffer setting if you prefer. Damping settings can also be increased or decreased from the presets to suit preferences, and it can all be done by a few button pushes while riding. Magic!  

Suzuki GSX-S1000GX+ Rear suspension
The GX uses the same aluminum frame as the GT but has a longer and more robust steel-trellis subframe. Note the wires leading to the gold-colored semi-active rear shock that features automatic preload adjustment.

Less magical are a few aspects of the GX that come up a little short. The windscreen is adjustable to three positions but not without unbolting four screws, thwarting on-the-fly adaptability. Tool-less systems have been available on other bikes for more than a decade, so its absence here is annoying.  

In the windscreen’s low setting, airflow is smooth up to 70 mph, but higher speeds induce head buffeting. Wind protection improves with the screen in its highest setting, but then it’s stuck there until you bring out the tools again. Digits are sheltered by handguards, but they’re not warmed without ordering heated grips from the accessory catalog. And while I’m feeling disappointed, I’ll note the lack of self-canceling turnsignals.  

Suzuki GSX-S1000GX+ Action
The layered design of the fairing manages airflow nicely, but we wish it had a hand-adjustable windscreen.

Ride On – And On | 2024 Suzuki GSX-S1000GX+ 

The idea of a sport crossover may seem odd, but it comes together nicely in the GSX-S1000GX+, which shines brightest by its capabilities to fulfill many roles. It’s docile and manageable in the city, and it’s reasonably comfortable and can carry a bunch of luggage on the highway. Open roads are quickly eaten up by superbike levels of power, and big speeds are shed by a competent set of Brembo front brakes and the security of cornering ABS. 

Suzuki GSX-S1000GX+ Action
The Suzuki GSX-S1000GX+ is ready for sport-touring anywhere you want to point it.

The GX+ might induce sticker shock. Priced at $18,499, it’s the most expensive Suzuki you can buy. Price creep has affected similar Japanese bikes with IMUs and semi-active suspensions: Kawaski’s 567-lb Versys 1000 SE LT+ retails for $18,899, while Yamaha’s less powerful but lighter 492-lb Tracer 9 GT+ has a $16,499 MSRP.  

Is the Suzuki $2,000 better than the Yamaha? We’ll report back to you in the springtime when the GX arrives in dealers and we can take them both on a tour for a comparison test. Both are likely contenders for our 2024 Motorcycle of the Year crown.   

Check out more new/updated bikes in Rider’s 2024 Motorcycle Buyers Guide   

2024 Suzuki GSX-S1000GX+ Specs 

  • Base Price: $18,499 
  • Warranty: 1 yr., unltd. miles 
  • Website:SuzukiCycles.com 

ENGINE 

  • Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. 
  • Displacement: 999cc 
  • Bore x Stroke: 73.4 x 59.0mm 
  • 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 & swingarm 
  • Wheelbase: 57.9 in. 
  • Rake/Trail: 25.5 degrees/3.8 in. 
  • 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, without saddlebags) 

PERFORMANCE 

  • Horsepower: 150 hp @ 11,000 rpm (factory claim) 
  • Torque: 78.2 lb-ft @ 9,250 rpm (factory claim) 
  • Fuel Capacity: 5.0 gal.

The post 2024 Suzuki GSX-S1000GX+ Review | First Ride  appeared first on Rider Magazine.

Source: RiderMagazine.com

Suzuki Announces More Returning 2023 Models

2023 Suzuki GSX-S1000GT+ in Glass Sparkle Black
2023 Suzuki GSX-S1000GT+ in Glass Sparkle Black

Suzuki has announced additional models to its 2023 product line, including the sport-touring Suzuki GSX-S1000GT/GT+ models, plus three Boulevard models: the M109R B.O.S.S. muscle cruiser and the C50 and C50T. The announcement comes on the tail of Suzuki’s unveiling of an all-new 776cc DOHC parallel-Twin engine at the EICMA show in Milan, Italy, in November. The new engine will power the 2023 Suzuki V-Strom 800DE (and Adventure variant) and the 2023 Suzuki GSX-8S.

2023 Suzuki GSX-S1000GT/GT+

Announced as Rider’s 2022 Motorcycle of the Year, the Suzuki GSX-S1000GT+ (the ‘+’ denoting the model with standard saddlebags, whereas the base GT model goes without) returns for 2023 with all the features that merit its MOTY status and a new color choice for the GT+.

Related Story: 2022 Suzuki GSX-S1000GT | Road Test Review

As we said in our Road Test Review of the GSX-S1000GT+, the GSX-S engine is a “gem with no rough edges.”

2022 Motorcycle of the Year Suzuki GSX-S1000GT+
In this file photo, we test the 2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.

The GT is powered by the same 999cc in-line Four as the GSX-S1000, which churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno.

“From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably,” our reviewer wrote.

2023 Suzuki GSX-S1000GT+ in Metallic Triton Blue
2023 Suzuki GSX-S1000GT+ in Metallic Triton Blue

Both the GSX-S1000GT and GT+ have throttle-by-wire enabling the Suzuki Intelligent Ride System, which is monitored on the 6.5-inch TFT display and includes three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery, 5-level traction control, cruise control, and Suzuki’s Easy Start, Low RPM Assist, and Bi-Directional Quick Shift systems. 

2023 Suzuki GSX-S1000GT in Metallic Reflective Blue
2023 Suzuki GSX-S1000GT in Metallic Reflective Blue

The GSX-S1000GT+ returns in Glass Sparkle Black and a new Metallic Triton Blue starting at $14,099. The GSX-S1000GT continues for 2023 in Metallic Reflective Blue starting at $13,349.

2023 Suzuki Boulevard M109R B.O.S.S.

2023 Suzuki Boulevard M109R in deep red and black (2)
2023 Suzuki Boulevard M109R in deep red and black

The 2023 Suzuki M109R B.O.S.S. features a liquid-cooled 1,783cc, 8-valve DOHC, 54-degree V-Twin engine with 120mm bore and 90.5mm stroke. In Rider’s Road Test Review of the 2015 M109R, the reviewer said the bike had a “dual-personality motor; a typically torquey cruiser initially, it then morphs into a heckuva strong sport mount.”

The M109R has a 46mm inverted fork with 5.1 inches of travel, a hidden single-shock rear suspension, Twin floating disc-brakes with dual-piston calipers in the front and a single-disc rear brake with a single dual-piston caliper, and a low-profile 240/40 x 18 rear tire, the widest ever used on a Suzuki motorcycle.

2023 Suzuki Boulevard M109R in bright blue and black
2023 Suzuki Boulevard M109R in bright blue and black

The M109R’s engine is wrapped with aggressive blacked-out styling with slash-cut mufflers, drag-style bars, a supplied solo seat cowl with a 27.8-inch height, a headlight nacelle that’s uniquely Suzuki, and a 5.2-gallon fuel tank. The bike comes in at 764-lb wet weight. 

The 2023 Suzuki M109R comes in a deep red and black or bright blue and black paint scheme starting at $15,599.

2023 Suzuki Boulevard C50/C50T

2023 Suzuki Boulevard C50 in Solid Iron Gray
2023 Suzuki Boulevard C50 in Solid Iron Gray

The 2023 Suzuki Boulevard C50 and C50T feature a liquid-cooled 805cc 45-degree V-Twin with the Suzuki Dual Throttle Valve (SDTV) electronic fuel-injection system and a 5-speed gearbox with shaft drive. 

Related Story: 2014 Suzuki Boulevard C50T Review

Link-type rear suspension is shaped to mimic the hard-tail lines of a traditional cruiser, connecting a truss-style swingarm and a single shock absorber with seven-way spring preload adjustability, providing 4.1 inches of smooth and responsive suspension travel, and a telescopic front fork delivers 5.5 inches of travel.

Both bikes have wide, buckhorn-style handlebars, 27.6-inch seat height, and spoke-style chrome wheels with large valance fenders. The C50T offering white-wall tires, leather-texture saddlebags with chrome studs, and a removable, height-adjustable windshield.

2023 Suzuki Boulevard C50T in Pearl Brilliant White
2023 Suzuki Boulevard C50T in Pearl Brilliant White

Both the Boulevard C50 and C50T have a 4.1-gal tank, and the C50 comes in with a wet weight of 611 lb (644 lb for the C50T).

The 2023 Suzuki Boulevard C50 comes in Candy Daring Red or Solid Iron Gray starting at $8,909. The C50T comes in Pearl Brilliant White paint with subtle blue graphics starting at $15,599.

2023 Suzuki Boulevard C50 in Candy Daring Red
2023 Suzuki Boulevard C50 in Candy Daring Red

For more information, visit the Suzuki website.

The post Suzuki Announces More Returning 2023 Models first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Suzuki GSX-S1000GT | Road Test Review

2022 Suzuki GSX-S1000GT review
Suzuki’s all-new GSX-S1000GT+ is a street-tuned sportbike that’s outfitted for touring with a fairing and windscreen, comfortable rider and passenger accommodations, and 36-liter side cases. Photos by Kevin Wing.

Suzuki is helping sport-tourers make a comeback. With the rise of adventure bikes over the past decade, sport-tourers got shoved aside, relegated to the dark corners of showroom floors. Development cycles stretched out, and model updates became few and far between. That’s a shame. Not everyone wants a motorcycle with a 19-inch front wheel, a 34-inch seat height, and a jungle gym’s worth of crash bars.

Check out Rider‘s 2022 Motorcycle Buyers Guide

As the name implies, sport-tourers combine go-fast performance and touring prowess into a single package. What’s not to love about a superbike engine tuned for the street, a chassis built for both speed and comfort, and ergonomics that won’t make you cry uncle after an hour in the saddle? With their 17-inch wheels shod with grippy radials, sport-tourers love to lean, and modern electronic rider aids help keep things in check.

2022 Suzuki GSX-S1000GT review
The GSX-S1000GT and GT+ are available in Metallic Reflective Blue or Glass Sparkle Black.

Enter the new-for-2022 Suzuki GSX-S1000GT ($13,149) and GSX-S1000GT+ ($13,799), the latter distinguished by its color-matched side cases. Color options are the Metallic Reflective Blue of our test bike or Glass Sparkle Black. The GT is built on the same platform as the GSX-S1000 naked sportbike we tested recently. But unlike the GSX-S1000F that was in Suzuki’s lineup until 2020, which was little more than a GSX-S1000 with a fairing bolted on, the GT is a true grand tourer.

Look Good, Feel Good

The GT’s bodywork is distinctive and angular, with a wedge-shaped front fairing that juts sharply forward and houses a V-shaped LED position light and a pair of mono-focus LED headlights (for low beam, only the right lamp is illuminated). Attached to the top of the fairing are mirrors perched on the ends of long stalks and a nonadjustable windscreen. Lower fairing panels keep the radiator and much of the engine hidden, and they are vented to pull hot air out and away from the cockpit.

2022 Suzuki GSX-S1000GT review
Compared to the GSX-S1000F, the GSX-S1000GT’s handlebar is 0.9 inch wider and 0.6 inch closer to the rider.

GEAR UP:
Helmet: Scorpion EXO-R1 Air
Jacket: Scorpion Optima
Gloves: Scorpion Havoc
Pants: Scorpion Covert Pro Jeans
Boots: Sidi Gavia Gore-Tex

Two-up comfort was an important consideration in the GT’s development. All the rider and passenger touchpoints – the handlebar, footpegs, and rear grab handles – are rubber-damped to minimize vibration. Compared to the GSX-S1000F, the handlebar is 0.9 inch wider and 0.6 inch closer to the rider, allowing for more steering leverage and a nearly upright seating position. The wide, slightly dished rider’s seat sits 31.9 inches off the deck and is comfortable enough for long days in the saddle. A sporty amount of cornering clearance necessitated high placement of the footpegs, sacrificing some legroom, and they are positioned just below the rider’s hips.

2022 Suzuki GSX-S1000GT review
The $650 upcharge for the GT+ adds lockable, removable, weather-proof, color-matched saddlebags.

Seat height for the passenger is 34.2 inches, and the 2.3-inch boost in height provides a better view over the rider’s shoulders. Large grab handles allow the passenger to hold on securely to the bike rather than just a strap on the seat or the rider’s hips. Both the front and rear seats have thick, supportive foam and are covered in a slightly grippy weather-resistant material.

2022 Suzuki GSX-S1000GT review
Each 36-liter saddlebag is large enough to hold most full-face helmets.

To accommodate the added weight of a passenger and luggage, the GT has a trellis-style subframe that provides both strength and visual flair. The GSX-S1000GT+ comes standard with side cases that hold 36 liters (and up to 11 lbs) on each side, and they’re large enough to fit most full-face helmets. The saddlebags are easy to open, close, lock, remove, and reinstall, and they are keyed to the ignition. The only downside is that they cannot be left unlocked for quick access.

Paying the $650 premium for the GT+ is money well-spent. High-quality, lockable, removable, weatherproof saddlebags are undeniably convenient and practical. And buying the cases and necessary hardware as standalone accessories will set you back more than $1,000.

2022 Suzuki GSX-S1000GT review
The GT is the first Suzuki to be offered with a TFT display. The default screen has an analog-style tach, digital speedo, and other info.

To further enhance the GT’s touring ability, Suzuki gave the bike a 6.5-inch full-color TFT display, all-new switchgear, and Bluetooth connectivity. The TFT has a large analog-style tachometer, a digital speedometer, and a fuel gauge on the left side, as well as an array of bike and trip info on the right. It also has a sensor that automatically switches the background from white in bright light to black in low light.

2022 Suzuki GSX-S1000GT review
Pairing Suzuki’s mySPIN smartphone app provides access to contacts, phone, maps, music, and calendar.
2022 Suzuki GSX-S1000GT review
The mySPIN app enables turn-by-turn navigation using REVER and other apps.

Buttons on the left switchgear allow the rider to adjust settings and navigate menus. Installing the Suzuki mySPIN smartphone app and pairing via Bluetooth provides access to contacts, phone, maps, music, and calendar functions, which are displayed on the TFT screen. You’ll need a Bluetooth helmet headset to make/receive calls, listen to music, or hear turn-by-turn directions. A USB port on the dash provides on-the-go charging for devices.

2022 Suzuki GSX-S1000GT review
The GSX-S1000GT’s new switchgear is user-friendly.

In Thrust We Trust

Like the GSX-S1000, the GT is powered by a 999cc in-line Four adapted from the GSX-R1000 K5 (2005-2008). It’s been retuned to make the engine more suitable for the street, but there’s still plenty of heat in the kitchen. On Jett Tuning’s rear-wheel dyno, the GSX-S1000 churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm. Updates to the engine include new camshaft profiles, new valve springs, new throttle bodies, a revised airbox, and a Euro 5-compliant 4-2-1 exhaust. Together, they result in an extra 2 hp at the peak and smoother horsepower and torque curves.

2022 Suzuki GSX-S1000GT review

The GSX-S engine is a gem with no rough edges. From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably. Slaloming back and forth on a series of curves with grace and confidence requires accurate additions and subtractions of fuel and air, and the Suzuki mixes them perfectly. Using a throttle-by-wire system, turning the right grip directly activates the throttle position sensor, which sends instantaneous signals to a servo motor that precisely moves the throttle plates. Throttle response is further enhanced by a long, tapered intake tract that is narrower at the bottom where the 10-hole injectors are located.

2022 Suzuki GSX-S1000GT review
Bending the GSX-S1000GT+ through a series of fast curves is pure pleasure.

The GT’s throttle-by-wire also enables the Suzuki Intelligent Ride System, which includes three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery, 5-level traction control, cruise control, and Suzuki’s Easy Start, Low RPM Assist, and Bi-Directional Quick Shift systems. ABS is also part of the electronics package, but with no IMU, neither it nor the TC are lean-angle adaptive. The 6-speed transmission has a cable-actuated slip/assist clutch. Gear changes using the quickshifter are fast and smooth, and clutch action is light with predictable engagement. Both the clutch and brake levers are adjustable for reach.

2022 Suzuki GSX-S1000GT review

Being derived from a Superbike championship-winning sportbike like the GSX-R1000, the GSX-S1000GT has a massive twin-spar cast-aluminum frame that surrounds the engine and attaches to a cast-aluminum swingarm. KYB suspension – a fully adjustable 43mm inverted fork and a link-type rear shock that’s adjustable for preload and rebound – is taut yet comfortable.

Brembo 4-piston radial-mount monoblock front calipers are mated to fully floating 310mm rotors, and they offer strong power and precise feedback. A Nissin 1-piston rear caliper squeezes a 240mm disc. The GT rolls on six-spoke, 17-inch cast-aluminum wheels shod with Dunlop Roadsmart 2 sport-touring radials that deliver reliable grip and neutral cornering behavior.

2022 Suzuki GSX-S1000GT review
The Suzuki GSX-S1000GT is a finely tuned instrument of performance. Its in-line Four is uncommonly smooth with a linear powerband, its throttle-by-wire system provides a tight, direct connection between the right grip and the rear wheel, and the quickshifter is one of the slickest we’ve ever used

On the Road Again

Suzuki hosted a two-day press launch for the GSX-S1000GT+, with a test route that started and ended at its U.S. headquarters in Brea, California. Back-to-back 300-mile days gave us a chance to thoroughly evaluate the GT in a wide range of conditions, including traffic-choked freeways, wide-open highways, and tight, technical backroads. We followed that up with more miles on a test bike over several weeks on home turf.

2022 Suzuki GSX-S1000GT review

The qualities that impressed us about the GSX-S1000 – impeccable smoothness, predictable handling, unflappable stability, and linear power delivery – carry over to its GT sibling. Likewise, its braking and suspension components and electronic rider aids were selected to deliver sporting performance without inflating the retail price.

2022 Suzuki GSX-S1000GT review

Where the GT really stands out is its rider and passenger comfort, cruise control, instrumentation and connectivity, and, on the GT+, stylish and useful saddlebags. Weighing in at 521 lbs with its 5-gal. tank full, the GT+ is much lighter than open-class sport-tourers like the BMW R 1250 RT (615 lbs), Yamaha FJR1300ES (644 lbs), and Kawasaki Concours 14 (691 lbs). It weighs more than the Yamaha Tracer 9 GT (503 lbs) but makes significantly more rear-wheel horsepower (136 vs. 108). With its cornering ABS and TC and semi-active suspension, the Tracer 9 GT also costs $1,200 more than the GSX-S1000GT+ ($14,999 vs. $13,799).

2022 Suzuki GSX-S1000GT review

If the GT has one notable shortcoming, it’s the nonadjustable windscreen. Though Suzuki says it and the bodywork were developed in a wind tunnel, airflow over the windscreen hit me square in the chest and created a lot of turbulence around my helmet. Of course, the size of the rider plays a role in aerodynamics (I’m 6 feet tall), but the lack of height adjustability means you get what you get. Suzuki makes an accessory touring windscreen ($169.95) that is 2.75 inches taller and has a more vertical pitch near the top, but one was not available during our test.

2022 Suzuki GSX-S1000GT review

Other available accessories include heated grips, a two-tone rider’s seat with a suede-like cover embossed with the GSX-S GT logo, axle sliders, ring-lock tankbags (small and large), tank pads and protectors, and wheel rim decals.

We’re glad to see Suzuki helping bring the sport-touring class to its former glory. The GSX-S1000GT+ strikes an excellent balance between performance, technology, weight, comfort, and price. Life is good when the scenery is a blur.

2022 Suzuki GSX-S1000GT review

2022 Suzuki GSX-S1000GT+ Specs

Base Price: $13,149 (GT)
Price as Tested: $13,799 (GT+ w/ 36L side cases)
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com
ENGINE
Type: Liquid-cooled, transverse in-line Four, DOHC w/ 4 valves per cyl.
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
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: O-ring chain
CHASSIS
Frame: Twin-spar cast aluminum frame & swingarm
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 31.9 in.
Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel
Rear: Single linkage shock, adj. spring preload & rebound, 5.1 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: 521 lbs (as tested)
Load Capacity: 405 lbs (as tested)
GVWR: 926 lbs
PERFORMANCE
Horsepower: 136 hp @ 10,200 rpm (rear-wheel dyno)
Torque: 73 lb-ft @ 9,300 rpm (rear-wheel dyno)
Fuel Capacity: 5.0 gals.
Fuel Consumption: 35.5 mpg
Estimated Range: 178 miles

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