Motorcycle specifications SuzukiGSX-S 1000 GX 2024 The Suz'-style crossover

" Suzuki's new crossover proposal! From the third line of the press kit, the curtain falls. With its new GSX-S 1000 GX, the Japanese manufacturer is opening up a new segment from which it was previously absent. Above all, it offers motorcyclists a new way of looking at the road behind the handlebars of one of these machines.

Okay! But between you and me, what kind of bike is a "crossover"? In the automotive world, Wikipedia defines a crossover as a "crossover vehicle (...) designed to take advantage of the benefits of each of the two crossover segments".

In the world of motorcycles, Yamaha, with its TDM 850 released in 1991, was the first manufacturer to break new ground in this crossroads universe (if we set aside the Yamaha TDR 250 released in 1988, already somewhat in this spirit, but with a very exclusive character linked to its 2-stroke engine). In fact, the acronym TDM stood for Twin Dual-purpose Motocycle. High as a trail bike, with the associated riding position, it was nonetheless designed 100% for the road.

Today, many manufacturers offer models of this type in their range: without going back over all the history, let's start with Ducati, with the Multistrada born in 2003. For 2024, Ducati is adding a V4 Grand Tourer version and a sharp 180 hp V4 RS to this family of motorcycles! At KTM, the SMT 990 appeared in 2010. Out of the catalog for ten years, it re-emerged as the 890 in 2023. BMW's 1000 and 900 XR are in the same vein. The 170 hp of the big XR is increased to 201 hp on the very sporty M version, due to appear in 2024. In England, the same applies! Up until the release of the Tiger 800 in 2011, the Tiger family had totally abandoned the roads in favor of the open road from 2007 onwards, and this was accentuated by the Tiger 1050 Sport in 2013. In Japan, the Yamaha Tracer 9 and 7 models, released in 2015 and 2016 respectively, also aim for this judicious mix, combining the dynamic qualities of a road bike with the upright riding position of a trail bike. The same goes for Kawasaki with its Versys 650 and 1000, launched in 2005 and 2012. Honda, having abandoned its Crossrunner (2011 - 2020) and Crosstourer (2012 - 2016), is now present in this niche only through its small NC 750 X (2012) and CB 500 X (2013). That said, the Japanese giant has just offered theAfrica Twin A.S. a 19-inch front wheel for 2024, instead of 21 inches, in order to optimize its handling.

this left Suzuki with only two options for mile-hunters: the GSX-S 1000 GT road bike (and theHayabusa for those in a hurry) or the V-Strom family of trail bikes, available in 1050, 800 and 650 cm3. The GSX-S 1000 GX fills this gap, offering the best of both worlds: the sportiness and dynamic efficiency of the GSX-S 1000, armed with its big, tasty four-cylinder engine and sporty aluminum perimeter frame, and the natural, pleasant on-board lifestyle of the V-Strom family. Suzuki even goes so far as to define this newcomer as the "Ultimate Crossover Concept". Nothing less

Now that the stage is set, the concept defined, and we know what kind of machine we have in front of us, let's move on to its detailed examination.

The basis of this new GX is the well-known GSX-S 1000 released in 2015, revised in 2018 and 2021. The big 999 cm3 four-cylinder engine is borrowed from the GSX-R 1000 vintage 2005 to 2008. The engine delivers 152 hp at 11,000 rpm and 10.8 mkg of torque at 9,250 rpm. A boiler with a heart as big as this, filled to the brim at mid-rpm, supple and docile at the bottom of the rev counter, but fierce and chunky at the top of the revs! A model of its kind, harking back to the glory days of big four-legged machines!
For power delivery, the clutch is assisted by the SCAS (Suzuki Clutch Assist System), which both reduces lever effort and smoothly accompanies downshifts. The perfect ally for the standard bi-directional shifter, which allows shifting in both directions without using the clutch.

Likewise, the frame, which is none other than the double aluminum perimeter cradle inspired by the sporty GSX-R, exudes seriousness and inspires confidence. The aluminum swingarm is directly borrowed from the GSXR-1000 and contributes to the rigidity of the whole. The frame's bolt-on rear buckle, meanwhile, has been designed to limit the passenger's seat height, while providing comfortable seat padding. Anchor points for side cases are also included.

The triangular riding position has been determined to be right between the GT-Sport position offered by the GSX-S 1000 GT and the upright position offered by the V-Strom 1050. The handlebars, 50 mm wider than on the GT, are 48 mm higher than on the road bike, but 71 mm lower than on the trail bike. Similarly, the GX's footpegs are 15 mm lower than on the GT, but 67 mm further back than on the V-Strom. At 845 mm, the seat height is close to the 855 mm of the new V-Strom 1050 SE (the seat height of the 1050 DE is 880 mm), 35 mm higher than on the GSX-S 1000 GT. In short, the GX is a little taller, but not too much. Especially since its suspension has 150 mm of travel, halfway between the GSX-S 1000 's 120 mm and the V-Strom 1050 DE's 170 mm.

In terms of wheels, however, the GX is clearly oriented towards the road, with 120/70 x 17 at the front and 190/50 x 17 at the rear. Its six-spoke aluminum wheels are fitted as original equipment with Dunlop Roadsport 2. You can smell the sport! And the four-piston Brembo radial-mount calipers gripping a pair of 310 mm-diameter floating discs won't tell you otherwise. This beauty is solidly armed for trapper braking! What's more, its ABS is active when cornering, so you can adjust its effectiveness to suit any situation.

A major new feature for Suzuki, the GX inaugurates the first active electronic suspension system: SAES (Suzuki Advanced Electronic Suspension). This system is based on Showa EERA suspensions, custom-configured for the GX. The suspension components used are the SFF-CA inverted fork and BFRC-lite monoshock. The SAES system uses displacement information from the IMU (inertial motion unit) and wheel speed sensors, as well as sensors integrated into the front and rear suspensions, which measure movements to within 1/1000 of a millimetre, to continuously adjust suspension settings to riding conditions in real time. The GX also constantly monitors the bike's attitude, thanks to the SFRC (Suzuki Floating Ride Control) system, especially on bumpy roads. In addition, SVDC (Suzuki Velocity Dependent Control) takes into account the bike's speed to ensure greater stability at low speeds and greater stability at high speeds. Finally, SDDC (Suzuki Deceleration Daming Control) acts to limit the rocking-horse effect during hard braking.

Suzuki has taken great care with its new model, as the GX is richly endowed with electronics, with the SIRS (Suzuki Intelligent Ride System) allowing the rider to fine-tune settings to make the most of the machine's dynamic qualities, whatever the mood or riding conditions. It follows in this respect what we discovered on the latest Hayabusa (2021) by adopting SDMS-alpha, which offers a choice of three integrated riding modes: A (active), B (basic) or C (comfort). Each mode affects power characteristics, traction control levels, wheeling, torque and active damping.

The SAES system offers a fourth, user-configurable mode. In terms of preload, it offers a choice of automatic, solo, solo + luggage or duo modes. As for hydraulic damping, you can opt for Hard, Medium, Soft or User.

All these technological refinements can be managed from the 6.5" color TFT screen, via controls located on the left-hand commodo. Bluetooth connectivity is of course standard, as is a USB socket for GPS and smartphone charging.

In terms of on-board comfort, the GX offers cruise control and a three-position adjustable windscreen that provides 43 mm more aerodynamic protection in the upright position. Wrap-around handguards are fitted as standard. To protect occupants from vibrations, the handlebars are silent-block mounted and the footrests are rubberized. To make life easier, it features the Suzuki Easy Start System and low-speed assistance for easy starting. A wide package carrier with large grab handles is also on the menu. Last but not least, its fuel tank holds a generous 19 liters, so you can devour the kilometers with complete peace of mind.

In terms of weight, the GSX-S1050 DE weighs 232 kg in running order, considerably less than the V-Strom 1050 DE (and almost the same as the GSX-S 1000 GT, which weighs only 226 kg in running order).

In terms of pricing, the GSX-S 1000 GX, which sits between the GSX-S 1000 GT Sport tourer and the V-Strom 1050 Adventure tourer, to use the brand's terminology, raises the bar considerably, with its first-rate on-board technology, and comes in at just under 18,000 euros. That's a hefty sum, against which the Suz will have to demonstrate more than convincing roadholding and dynamic qualities.

Michaël Levivier - Manufacturer's photos