Suzuki GSX-1000GX (2024 – ) review

The new GX is effectively a modified version of the GT, which in turn was a faired version of the GSX-S1000S. The Suzuki therefore follows a similar inspiration to its intended rival the Kawasaki Versys 1000 which, in turn, was a ‘tall-roader’ version of the Ninja 1000 SX which itself was (bear with) a faired version of the Z1000 naked and a bit of an improv job. All said the GSX-S1000GX is comfortable and handsome while Suzuki’s first semi-active suspension works decently, too. It’s not perfect, is significantly pricier than the GT and it hasn’t the refinement and proven class of the Kawasaki, which has been around for over a decade and continuously updated in that time. But it’s a credible alternative.

One of the main criticisms of the GSX-S1000GT was its slightly extreme riding position and low screen, especially for taller riders like your tester. The GX is a big improvement on both counts. Its bars are 55mm closer to the rider, 50mm higher and 14mm wider while the seat height is 35mm taller, too. The result is far more upright and relaxed, with extra legroom to boot. On top of that the screen is also bigger and now three-way adjustable over a range of 50mm. There are also hand guards as standard while the pillion seat has 10mm more padding and is 26mm wider as well. In other words, it’s roomier and plusher all round and offers better weather protection, too.

Sports tourers such as the GT and Ninja 1000 SX, have been making a comeback in recent years for their blend of sports fun and two-up, luggage carrying comfort. More upright, adventure bike inspired ‘tall-rounders’ like the Kawasaki Versys 1000 and BMW’s S1000XR have also grown in popularity for their blend of touring comfort and four-cylinder performance. The GX falls into the latter camp. There’s enough performance and handling to entertain combined with two-up comfort and luggage carrying ability. As such, if you’re looking for an all-rounder/tourer, you’ve come to the right place. Fair to say, that also adds up to a big, heavy bike which can be cumbersome and awkward around town, especially when fitted with panniers. We’re also waiting on a properly homologated topbox to be added to the options.

Unchanged over the GT – and just as impressive. Like that bike and the GSX-S1000 naked on which it is based the GX is powered by an updated version of the old GSX-R1000K5 engine. This long-stroke unit is grunty and smooth, and while its 150 horsepower is no longer competitive in superbike applications it’s more than ample in this sports-tourer/tall-rounder context. Slick, smooth and with bags of ‘oomph’, it’s married to a typically sweet Suzuki quickshifter and ‘tuneable’ through three selectable rider modes. These comprise A, B and C, with A being the ‘meanest’. We found ‘B’ was just fine. There is also traction control, Suzuki’s ‘easi-start’ system and more. The GX’s brakes are also unchanged and equally brilliant – big, four-piston, radially mounted Brembos biting with power and finesse onto dinner plate discs, all assisted by cornering ABS. No complaints.

This where things start to get a little ‘moot’. Apart from the GX’s revised riding position and stature, the other big change over the GT is its suspension. Still Showa-supplied it has a longer stroke, hence the taller stature and is now a semi-active system branded Suzuki Advanced Electronic Suspension. Like rival systems from Ducati, Kawasaki and others it has an automatic levelling feature responding to bumps as well as acceleration and deceleration. It also has different settings altering the rear shock’s preload to take into pillion and/or luggage via three selectable pre-sets – Rider only, Rider and luggage or Rider and pillion. For steady, mostly straight-line cruising the system works well, giving a plush ride. But when riding more spiritedly down twisty roads it’s less impressive, a degree of mushiness meaning the steering feels less precise. Admittedly, our ride was fairly brief and the system may be tuneable, but early impressions suggest the GX is not as sharp and sporty as the GT.

Although not as expensive (or potent) as some ‘tall-rounder’ rivals like BMW’s S1000XR the GX is still a big, heavy and powerful machine with the healthy appetite for consumables like tyres, chains, brake pads and the like that come with that. We’re also marking it down slightly on its GT sibling on the basis that, at the time of writing, it costs £1,800 extra so has lost that bike’s budget appeal.

The GX is a fresh version of a relatively new model (the GT) and has complex tech like semi-active suspension, so it’s hard to be 100 per cent sure about its likely reliability at this stage. Saying that, the GT on which it is based has proven pretty robust so far, as has the GSX-1000 naked source material. The 999cc four-cylinder engine is proven, to the point of feeling bulletproof. So, complex or not, we’ve no overall causes for concern.

Suzukis registered in 2024 benefit from a three-year manufacturer warranty as standard, which extends if you commit to servicing at an authorised dealer. Intervals-wise, the GX is identical to the GT, and after the initial 600-mile break-in service checks are due every 7,500 miles, with the major valve adjustment service due every 15,000 miles.

As explained, the GX is effectively a GSX-S1000GT with the longer, semi-active suspension, a revised riding position and assortment of extra tech. So, there’s the GT’s 6.5-inch TFT dash, full Bluetooth compatibility, quickshifter/auto-blipper, switchable riding modes and traction control, Suzuki’s easi-start system and even cruise control. There’s also the three-way adjustable screen and extra cost luggage options, although if you go for the GSX-S1000GX+ version you get the panniers at a saving of £175 over their standalone cost.

The GSX-S1000GT is a great tourer but its sporty riding position won’t suit everyone and it’s arguably a little basic, too. This GX changes that. With its more upright riding position and adjustable screen it’s more comfortable while its semi-active suspension delivers an enviably plush ride. All this comes at some extra cost, both financially and in terms of some of the GT’s sportiness. At the same time the GX also faces the challenge of some very talented rivals in the form of the Kawasaki Versys 1000 and BMW S1000XR to name just two. The GX is a good bike at heart, but a cheaper version without the gimmicky suspension might have been even better.