Long-term test bikes can be difficult to justify; after all, how much can you write about one bike without repeating yourself infinitely? That’s not to say they’re not great, as it’s only when you live with a bike for a lengthy period that you properly get to know its strengths and weaknesses. Thus, it falls to me to introduce you to ZABikers’ latest long-term test bike, the Suzuki GSX-S1000GX.
The GSX-S1000GX is the latest in the GSX-S line-up, which includes the naked GSX-S1000 and the faired GSX-S1000GT. All models use Suzuki’s brilliant K5, 999cc, inline four-cylinder engine that first saw the light of day in the 2005 GSX-R1000. 20 years old the design may be, but it’s still a sublimely smooth, potent and entertaining engine, delivering 150 horsepower and 106Nm (78.2 lb-ft.) of torque.
As a piece of engineering, it is as near bullet-proof as you could wish for, and there is nothing about it that makes you believe it is anything but a bang-up-to-date design. Coupled with the bi-directional quick-shifter – which has to be one of the best in the business – performance is effortless, although use the performance to its fullest and you’ll find that it’s also rather thirsty, which is a small price to pay.
At R299,900, GSX-S1000GX is the most expensive of the three models in the 1000cc line-up, followed by the naked GSX-S1000 at R257,950, with, strangely, the faired GSX-S1000GT cheapest of all at R254,950.
The most obvious difference of the GX over the GT is the taller stance, courtesy of the suspension, giving 150mm of travel front and rear (against 120mm front/130mm rear for the GT), 155mm of ground clearance (140mm for the GT) and an 845mm seat height (810mm for the GT). Being tall, this was no problem for me personally, but it could mitigate against shorter riders enjoying the ride.
In essence, think of the GSX-S1000GT in the same thought as the BMW S1000XR or the Triumph Tiger Sport 1200 (not available in SA), in that it has superbike levels of performance and chassis dynamics coupled with excellent comfort, an upright riding position, good weather protection and a comprehensive electronics package. Sports Touring, Sports Adventure, Sport Crossover, call it what you will, it’s seriously impressive.
The big news is the first appearance of electronic suspension on any Suzuki. Suzuki Advanced Electronic Suspension (SAES) offers four selectable modes; hard, medium, soft and a user-customisable setting, which offers three increments up and down on each base setting of hard, medium or soft.
In addition to SAES, is Suzuki Road Adaptive Stabilisation, or SRAS (Suzuki is really getting into the acronyms!). This is an original Suzuki system, in use for the first time on the GX. It detects uneven road surfaces based on input from the IMU and wheel speed sensors and, if required, triggers the Suzuki Floating Ride Control (SFRC!) to help smooth out the ride and also adjusts the electronic throttle valve settings to deliver softer and more controllable throttle response.
At the rear, the spring preload settings are electronically controlled via a handlebar switch, to adjust according to load – one rider, rider and pillion, rider and luggage and rider, pillion and luggage. The electronics don’t stop there. Suzuki Drive Mode Selector has three modes, active, basic and comfort, which control power output characteristics as well as the level of traction control and electronic suspension settings. There are seven levels of traction control and three selectable throttle maps, and thanks to the IMU, there is lean-sensitive traction control and ABS. We also see an up and down quick-shifter, cruise control, easy start, low RPM assist and Slope Dependent Control, which prevents the rear wheel from lifting when braking downhill.
On initial acquaintance, there is very little to dislike about the GX. An adjustable screen would be useful (you have to manually unbolt it and reposition it), as would heated grips, and, personally, I don’t like the headlight styling even if, in use, the headlight is exceptional on dipped or high beam. However, that’s just me; the rest of the team seems to like the look.
If looked at subjectively, none of these dislikes is a deal-breaker, although with an excellent choice of alternatives, buyers will be looking to the details in order to make their decision. If Suzuki dealers can only get potential customers onto the GSX-S1000GX for a demo ride, then the bike’s dynamic qualities will do the persuading, as long as blind brand preference can be put to one side.
So much for the details of the GX. We’re going to live with it for six months and report back regularly on our longer mileage impressions. First impressions, however, are very encouraging.
Suzuki GSX-S1000GX
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