Essay – Suzuki GSX-S 1000 GX – effective technology

Suzuki calls it the Sporty Crossover! After riding about 245 kilometers on the new GSX-S 1000GX, we can say that we agree with the Japanese brand. A motorcycle that is much more than just a GT with a higher handlebar, especially in terms of technology, so versatility can be even more easily found in this model. It is expected to arrive at the end of February.

It was somewhat surprising to find this model among Suzuki’s novelties at the recent EICMA edition, especially because it fits into a sub-segment that, as we know, no matter how praised it is, will never guarantee huge sales numbers. Trail bikes dominate among medium and large displacement motorcycles practically all over the world, but with a good sport touring in the Suzuki range, the GSX-S 1000GT, the Japanese brand then invested – and rightly in our opinion – in a crossover that aims to combine the best of the performance of that model with the versatility of an adventure tourer (such as the V-Strom 1050), capable of satisfying both fans of sporty driving and those looking for long rides with comfort. With that, the aesthetics changed and the rider gained more comfort compared to the GT with a more upright riding position, through a slightly wider and 38 mm higher handlebar and 43 mm closer to the rider. 

There are 15 mm more between footrests and seat, a seat that is 35 mm higher than the GT (now 845 mm off the ground) due to the greater ground clearance of this model, also thanks to suspensions that have gained a greater travel, as well as now offering electronic adjustments. But let’s get to know everything better.

ENGINE AND TECHNOLOGY

Do not forget that there is also the naked GSX-S 1000, but in any case, this model fills the gap between the GT and the V-Strom, powered by the engine of the most road-oriented model. We are talking about a four-cylinder inline engine of 999 cc that delivers 152 hp at 11,000 rpm and 106 Nm of maximum torque, an engine that is already “old” as it is derived from the GSX-R 1000 K5, but properly adjusted and modernized, not only to comply with Euro5 regulations but also to fit this model the best way. Compared to the original GSX-R, it offers much more torque (distributed over a long range of rotation) and already has an assisted and slipper clutch. 180,000 units of this four-cylinder have already been produced, but in truth, after driving this model, we could even say that this engine had been launched this year, given the qualities it still exhibits! In terms of technology, this model is full of “acronyms”, but perhaps starting with the most important, it is the first model of the brand to incorporate SAES (Suzuki Advanced Electronic Suspension), that is, the brand’s first electronic suspensions that combine with SRAS, Adaptive Stabilization System Suzuki, which has an automatic adjustment of the rear suspension, stabilization system, and active damping control. The only thing missing is the front spring preload, which has to be done with a tool. This motorcycle also incorporates the latest and most evolved version of SDMS-a – Suzuki alpha driving mode selector – and also includes various items of the Intelligent TLR Control: traction control, anti-wheelie, and skid control.

Os assentos são confortáveis q.b., mas no final do dia já estávamos um pouco cansados. Na lista de opcionais podem encontrar outros mais macios para condutor e passageiro.

A instrumentação é bem moderna e de visual agradável. Na secção à direita encontramos todas as informações sobre o modo de condução escolhido, afinação da suspensão, nível do controlo de tração, etc…

The front section of the GX is quite aggressive but without showing too much “streetfighter”. It can be said that the lines are consistent with the technology used.

The braking is in line with the model’s performance, in power and feel, and we also have a sophisticated ABS with cornering function.

The windshield offers sufficient protection, but we would like to have a correct tuning, electronic or manual. Here we only have a small adjustment with the help of a tool.

The inline four-cylinder engine is a delight. Smooth yet strong from low revs, it then quickly revs up high…

Quality side cases are similar to those of the GT, but here too they are offered as optional.

The exhaust system was already known and lets you hear the engine sing with great joy!

The controls on the left handle manage all the technology of the model, and for simpler operations, just two buttons are needed. This model was equipped with heated grips, which is an optional feature.

The hand protections are standard and fit very well into the GX’s aesthetics, as well as being a bonus against cold, rain, and potential debris.

There are still a few more systems, such as the Intelligent Cruise Control, in this case not adaptive but remaining active with gear changes using the bidirectional quickshifter. In terms of braking, in addition to finding the GT’s Brembo calipers, we also have an adaptive function (a kind of “cornering ABS”) and a downhill braking control (an “anti-dive” that prevents excessive suspension dive), with some more electronic amenities already known from other models.

A motorcycle equipped with an aluminum twin-spar frame and subframe in the same material, similar to the GT version, and therefore with the rear section prepared to include side cases. In terms of aerodynamics, there are some front holes that aim to increase the stability of the unit, in a motorcycle that comes with voluminous hand protections and a windscreen adjustable in three positions, but only with a tool.

MORE ELECTRONICS…

Explaining better each of the driving modes, A (Active), B (Basic) and C (Comfort), the power is pre-set for each mode (only lower in C), but the way the accelerator reacts in the 3 modes is different, as well as the behavior of the suspensions and driving aids. In this field, the traction control now has 7 levels (two more than the GT), while the suspensions (which are Showa) come already programmed for Hard, Medium and Soft. And we can use either the Automatic mode where the preload is adjusted automatically or program the spring preload based on the weight we carry on board. In other words, we can use an active calibration (fixed, as in any traditional mode) instead of the automatic one that adjusts up to 1000 times per second to the road irregularities. In fact, Suzuki also has the acronym SFRC, a kind of “Sky-hook” technology that we have already seen in other brands, in which the system combines information from the IMU and sensors on each axis to adjust damping, so that all components remain stable and without great oscillation, a system that will act more when the road conditions are worse. Everything we have said can be easily adjusted in the buttons next to the left handlebar, and except for more complex operations (entering each menu), all operations are very intuitive and easy to perform while riding (changing driving mode, changing suspension operation, choosing another traction control level, etc).

Reference still for the instrumentation, where we can confirm the operation of all the electronics that is composed of a 6.5” color TFT panel, with two viewing modes and automatic brightness adjustment. And it has mobile connectivity through the Suzuki myspin App, something that we know will be improved soon in the GT and GX.

The top-case support is standard, although Suzuki does not sell that rear case, and both heated grips and the center stand are optional (as well as the side cases, to which some more components are added) in a model that will be available in 3 different decorations.

AND IN PRACTICE?

We were able to verify (more or less) all of this a few days ago, almost always with wet roads but fortunately the day before the torrential rain that hit our country, on the day when some of our colleagues rode with the GX. The idea was to leave Cascais and go through the “zona saloia” by Sintra, Mafra and so on towards Serra de Montejunto, mostly on rural roads and often with poor pavement, to return in the afternoon with a good stretch on the highway. The GX wakes up with a deep voice and you can feel that we have a torque-filled engine, but since the conditions were slippery and the traffic was heavy, we set off in the conservative mode C, where the throttle response is smooth and the suspensions feel like velvet, absorbing EVERYTHING without any problem! The driving position is very easy and comfortable to adapt to, and the handlebar is the right size, but some users may find it too low. As we covered more kilometers, we tried other modes and adjustments and concluded that mode B is almost always ideal, combining an ideal throttle feel (the feeling almost seems mechanical), with intermediate driving aids that do not influence our driving, while the suspensions continue to filter irregularities very well but now with excellent composure in more sporty driving. In fact, it is in the engine (smooth and strong at low revs, with a sporty vigor at high revs) and in the fantastic suspensions that we found the greatest virtues of this model, which also features a quickshifter that is practically a benchmark in our opinion, and which is more or less fast and smooth depending on the chosen driving mode.

We also tried active suspension modes, but ended up preferring the automatic ones, where the suspensions adjust instantly to the road conditions, going through wavy areas caused by tree roots, for example.

Talking about what we liked the least, starting with the Dunlop Sportmax Roadsport 2 tires, which don’t provide the best feeling in the rain and take a while to warm up, besides seeming to hinder the agility of the set a bit. There are also some vibrations at medium revs, which don’t bother much in the hands but make the mirrors vibrate a bit, and we wish the heated grips were installed as standard, as well as a manually adjustable windshield. This provided a fairly acceptable aerodynamic protection on the highway, but taller journalists complained of slight turbulence. At the end of the day, about 245 kilometers covered, with an average of 6.1 l/100 km – which is not bad considering the pace set – and only slight fatigue in the rear area, even though the seat seemed quite comfortable to us.

A bike that should arrive at the end of February, at a price around €18,000, and that for us met the brand’s purposes: to be a sporty, versatile, and comfortable crossover. We liked almost everything, but above all the engine performance and handling, and we were left with that feeling that we don’t always find in a new bike: that we are facing a very robust and quality set, capable of covering many tens of thousands of kilometers without any problems. But before reaching that mark, we want to ride the GX again, if possible only on dry roads!

SUZUKI GSX-S 1000GX

MOTOR 4-cylinder in-line, DOHC, liquid-cooled

DISPLACEMENT 999 cc

POWER 111.7 Kw (152 hp) @11,000 rpm

TORQUE 106 Nm @9,250 rpm

GEARBOX 6-speed

FRAME double aluminum beam

TANK 19 liters

FRONT SUSPENSION Showa inverted telescopic fork, electronic adjustment, 150 mm travel

REAR SUSPENSION Showa monoshock, electronic adjustment, 150 mm travel

FRONT BRAKE 2 discs of 310 mm, Brembo monobloc 4-piston calipers

REAR BRAKE 240 mm disc, single-piston caliper

FRONT TIRE 120/70ZR 17

REAR TIRE 190/50ZR17

WHEELBASE 1,470 mm

SEAT HEIGHT 845 mm

WEIGHT 232 kg

RRP (17,999 €   VAT included)