The GSX-S 1000GX
Words: Séan Hendley & Glenn Foley
Images: Black Rock Studio
Just like Toyota using the Hilux platform over and over again in many different guises, one has to wonder/ask yourself how many models Suzuki can build off the Gixxer 1000 K5 platform. Let’s count, one…. GSX-S1000S, two…. GSX-S 1000 Katana, three…. GSX-S 1000 GT and now number four…. the all new GSX-S 1000 GX, and we do like it – a lot!
We ran a short media launch feature a month or so ago which you can read about here, but we did promise you a proper in-depth review of this machine and here it is:
Key Features:
What makes it different, vastly different to all the other models using this same platform?
Firstly, and the biggest and possibly the most significant change is the suspension which is fully electronic in the form of the ‘Suzuki Advanced Electronic Suspension’ or SAES for short and the marques first foray into electronic suspension. Suzuki is now able to offer niceties such as Automatic Rear Suspension Modes, Suzuki Road Adaptive Stabilization (SRAS) which all integrate into the Suzuki Intelligent Ride System (S.I.R.S.) seamlessly. This bke is their Sport Crossover model and, like its sibling the GT, it performs and handles like a proper litre Suzuki sport bike should. It’s just a lot more comfortable for you on your own or with your favourite pillion when you aim it at the horizon and head off on an adventure to the other side of the map book.
For a full list of features, specs and new innovation click here.
We want to tell you how lekker it is to ride, we have found that in most instances spec and blurb sheets are no match for actual saddle time, besides you can read the specs anywhere.
The Ride:
Well, we didn’t go anywhere specific or plan a special ride, because those also don’t always give the full picture and besides that was already done in Hazyview a month or so ago. We did, however ride it a lot.
We rode it as our every day bike like most owners would, and quite frankly should.
We rode it through hectic rush hour traffic commuting to the office and back, we wandered around Gauteng calling on customers and did the odd detour through some of the really tasty roads we have on the outskirts of our major cities. Our Séan Hendley & Glenn Foley had the most saddle time and are two vastly different riders. Séan is our office Orangatang in build, social awkwardness and neanderthal riding technique fixing all issues with a big hammer and more speed. Glenn is the complete opposite, more like a Teletubby in build and joy for life and riding motorcycles with a more considered approach and style.
This is what they came back with:
Séan says:
I love just about everything Suzuki builds off this specific platform, having a hard time finding fault with all (bar one…) of the K5 platform-based models. The 1000GX is a model you can’t help but admire and even desire. All the new tech on it is spectacularly good for the ‘Average Joe’ rider like myself, but it is not without its shortcomings, so let’s get those out of the way first…
No Self-Cancelling Indicators….
Tut Tut!
Adjustable Windshield, or rather on the fly adjustable windshield, by the time you have pulled over, rummaged around for your tool kit, removed and refitted your windshield in its new position your riding mates have wandered off without you.
Restricting the top speed to around 225 kmh?
Why? Why bother with a stupendously good motor if you are going to strangle it?
Anyway, that is where my whinging ends, from here on I get all blubbery and swoony, the 1000GX has to be my favourite Suzuki to date. I’m not a Gadget Queen by any stretch of the imagination, and superfluous fluff electronic gadgetry annoys me, however, equipment that makes my life easier and more comfortable.
In most instances, I will put the electronic suspension in the rider with pillion and luggage option, because of my bulk and preference for somewhat firmer and more planted suspension, especially when riding big adventure bikes off-road. With the GX, I tried all the suspension settings and they all worked admirably well, however, I eventually stuck it into its auto setting and left it like that because it is that good, that intuitive and that natural that you don’t even notice it working in the background.
Sadly, we didn’t have the opportunity to head out on a long tour with a pillion and luggage, but for day to day riding I would stick with the auto setting.
Drilling the Suz GX into fast sweeping bends on a seriously bumpy bit of Gauteng tarmac, the GX’s suspension reacted, corrected and stabilised everything so quickly and unobtrusively that it was barely an event. Yes, I felt it and braced for it instinctively based on past experience through said bend, but it was a nothing. So much so that I made several passes in both directions along the same bend going ever faster each time. Eventually common sense prevailed…. from our photographer who called me in for new instructions on a different bit of tarmac.
I squealed about the restricted top end, but the 106 Nm, the 999cc four pot power plant develops, gets the 232 kg wet weight and a 115 kg rider there alarmingly quickly and without fuss. In fact, the torque is so good that I barely had to drop out of sixth gear when rolling on to fly past anything I deemed to be travelling too slowly…. which was everything ahead of me. I am not known for my prowess with wheelies, but I even managed to get a half okay-ish wheely pic on the GX.
So, hot footing along mountain passes, diving through corners and even a bit of hooliganism is right up the GX’s alley. The GSXR sports credentials are mostly intact with me for sure.
However, Suzuki refers to the bike as a Sport Crossover model…. meaning what exactly??
Cruising along the highways and byways I engaged the cruise control at a comfortable 160 km h, sat back and took in the scenery. The seat is wide, soft and very comfortable, and even though I commented about the fixed screen, even on its lowest setting it knocked enough of the wind over my 2-metre body for me to enjoy long hours in the saddle without fatiguing my neck and shoulders. The rider triangle is nice and neutral for me as well, and you do sit quite in the GX so you do feel more part of or ‘at one with’ the bike.
Banging through constipated traffic at the ever-incessant road works and lane restrictions in and around Gauteng lately is a proper pain, especially during rush hour. Even with its fairly substantial panniers which protrude no wider than the handlebars, and give it more road presence it is fairly easy to dip, dance and waltz effortlessly between the cars and trucks. Traction control, fancy pants electronic suspension and excellent geometry increase your dodgem riding confidence with every new manoeuvre.
You do however have to remember about the panniers and not dip into a gap too early…
This bike feels deceptively light, nimble and sure-footed when having to do the traffic ‘flick-flack’.
I do like this bike a lot, from its sleek modern styling to all its modern onboard equipment, Suzuki have really come up with a winner here and I would like to spend a bit more time in the saddle and go explore some more mountain passes of South Africa.
Glenn says:
What’s not to like? It’s big, it’s fast, it’s gorgeous (Yes, beauty is in the eye of the beholder, but me I like it).
Just look at that British racing Green!
Properly modern, standard equipment includes cruise control, hand guards, a rack, USB charger, and a 6.5in colour TFT dash that’s easy to read. Rider aid functions, from power modes to TC and suspension support is simple and controlled via the left switchgear buttons.
And we like simple things.
This one came with 36 litre panniers and heated grips.
They’ve fitted one of the greatest in-line four cylinder engines ever made.
When spanked in anger, the GX pipe screams, with a lusty growl from the air induction. She shifts so smoothly through the box (Up and down shifter standard by the way), takes on robot to robot stuff in the blink of an eye, or happily cruises along all day at 120 plus on the freeways.
All that power is largely vibe free thanks to rubber mounted bars and rubber-topped footpegs.
This GSX-S1000GX is built for distance travels.
It’s really comfortable, manageable and it feels light on the road – and – writing this after a full day in the saddle of a Bagger, that’s pretty important.
The engine is a marvellous thing, never short of grunt for overtaking errant taxi’s, or opening up out of corners without needing to gear down. Brembo brakes keep everything tidy.
Fast, comfortable, good looking…
What’s not to like?
At your Suzuki dealer…
Specifications
| Overall length | 2,150 mm (84.6 in.) |
|---|---|
| Overall width | 925 mm (36.4 in.) |
| Overall height | 1,350 mm (53.1 in.) |
| Wheelbase | 1,470 mm (57.9 in.) |
| Ground clearance | 155 mm (6.1 in.) |
| Seat height | 845 mm (33.3 in.) |
| Curb mass | 232 kg (511 lbs.) |
| Engine type | 4-stroke, 4-cylinder, liquid-cooled, DOHC |
| Bore × Stroke | 73.4 mm x 59.0 mm (2.9 in. x 2.3 in.) |
| Engine displacement | 999 cm3 (61.0 cu. in.) |
| Compression ratio | 12.2 : 1 |
| Fuel system | Fuel injection |
| Starter system | Electric |
| Lubrication system | Wet sump |
| Transmission | 6-speed constant mesh |
|---|---|
| Front suspension | Inverted telescopic, coil spring, oil damped |
| Rear suspension | Link type, coil spring, oil damped |
| Rake / Trail | 25.5° / 97 mm (3.8 in.) |
| Front brake | Disc, twin |
| Rear brake | Disc |
| Front tyre size | 120/70ZR17M/C (58W), tubeless |
| Rear tyre size | 190/50ZR17M/C (73W), tubeless |
| Ignition system | Electronic ignition (transistorized) |
| Fuel tank capacity | 19.0 L |
| Oil capacity (Overhaul) | 3.4 L |
| Fuel consumption | 16.1 km/L (6.2 L/100km) |
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