Test Suzuki GSX-S 1000 GX: exhilaration
Suzuki has its first semi-active chassis in the GSX-S 1000 GX. The crossover bike has been raised to offer more comfort on longer journeys.
(Image: Ingo Gach)
- Ingo Gach
Suzuki has expanded its modular system, after the GSX-S 1000 naked bike and the GSX-S 1000 GT fully-clad sports tourer, the latest model is called the GSX-S 1000 GX and belongs to the crossover bike category. Visually almost a touring enduro, or adventure bike, but in reality a raised road machine. The GX version adopts the frame, engine, exhaust, swingarm, rims, brakes and tank from the base model, but gets a new half-shell fairing with windshield, a longer rear end, thicker upholstered rider and passenger seats, longer suspension travel and, above all, a semi-active chassis. The tubular trellis rear frame is a real eye-catcher.
Visibly more comfortable
Its design adapts to the requirements for more comfort. Not only is it slightly higher due to the longer suspension travel, but the fairing also extends quite far upwards. When I first sit on it, I realize that the crossover bike is not as high as it looks. With its seat height of 845 mm, anyone over 1.75 m can cope well. It surprises me because the GSX-S 1000 is just 35 mm lower as a naked bike. The technical data provides the explanation: the GX has 150 mm front and rear suspension travel, only 30 and 20 mm more than the naked bike.
Relaxed riding position
The GSX-S 1000 GX has a very relaxed riding position, the wide handlebars have been positioned higher by means of a spacer to achieve an upright riding position, and the wide knee angle suits this. The 6.5 -inch TFT display provides a good breakdown of the information displayed: On the left, a round rev counter – it imitates an analog clock – in the middle of which the speed is displayed in large letters.
Test Suzuki GSX-S 1000 GX (7 Bilder)
Ingo Gach
)On the right, symbols for the electronic assistance systems are arranged in a circle. They can be controlled foolproof from the left end of the handlebars using a four-way joystick, a confirmation button and a return button. In addition, four displays can be shown at the bottom, for example the coolant and outside temperature, remaining range and current fuel consumption. At the top, the time completes the range of information. There is a waterproof USB port on the left-hand side of the cockpit for charging the phone or sat nav.
Throttled racing engine
When starting up, there is a harsh bark from the short, matt black painted rear silencer. The sound of the engine would have given me the idea that the GSX-S 1000 GX is powered by a very potent engine. The in-line four-cylinder is based on the popular K5, which was used in the GSX-R 1000 superbike in 2005. Although the peak power has been reduced to 152 hp for use in the current crossover bike, this is still enough for impressive performance. But first, it's off through the city. The clutch is buttery smooth to operate, but is rarely used due to the bi-directional quickshifter. I try out all three riding modes of the GSX-S 1000 GX and finally stick with the middle mode B. Here the engine picks up the throttle spontaneously enough without being as rough as in mode A and is not as defensive as in C.
Powerful above 8000 rpm
Nevertheless, I would have expected more power at low revs in a crossover bike, which is where the disadvantage of a throttled racing engine comes to light. The in-line four-cylinder engine only kicks in at around 8000 rpm and revs vehemently up to the rated speed of 11,000 rpm. The maximum torque of 106 Nm is only available at 9250 rpm. Although I can easily surf along the country road on the GSX-S 1000 GX in sixth gear at around 4200 rpm at a speed of 100, it does seem a little tough when the throttle is suddenly opened. Unfortunately, in the rev range between 4000 and 5500 rpm, high-frequency vibrations can also be felt in the handlebars and footrests.
Successful semi-active chassis
Showa's semi-active suspension soon proves to be very successful. The software automatically adjusts the damping to the riding and load conditions, only the preload of the upside-down fork has to be adjusted manually at the fork base. The damping and rebound of the fork and shock absorber are controlled by the electronics. The TFT display offers the option of switching from automatic mode to the alternatives "Solo rider", "Two people" or "Two people with luggage".
Test Suzuki GSX-S 1000 GX II (8 Bilder)
Ingo Gach
)But that's not all, the hardness of the damping can be set to hard, medium and soft via the menu, and there is also a user mode in which the rider can fine-tune the three preset modes in three stages. After some trial and error, I ended up sticking with the Soft setting, because Hard is at best suitable for the racetrack and Medium still transmits significant bumps to the rider on country roads. If I'm going to ride a crossover bike, then I want it to be solidly comfortable.
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A little wobbly in corners
However, with the electronic damping on the softest setting, the problem arises that the fork dips quite deeply when braking. The GSX-S 1000 GX is very easy to handle, with a wheelbase of 1470 mm, a caster of just 97 mm and a steering head angle of 64.5 degrees. Its kerb weight of 234 kg is hardly noticeable here. However, it needs to be brought on course with a deliberate steering impulse on the wide handlebars. When cornering, it sometimes feels a little tippy and shows tendencies to stand up. This is probably not due to the proven Dunlop Sportmax Roadsport tires, but probably to the wide rear wheel size of 190/50ZR17.
Tires for the Suzuki GSX-S 1000 GX in price comparison
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Seven-stage slip control
However, if you are prepared for this, you can speed through corners of all kinds very quickly, provided you have the right level of slip control. It can be set in seven stages, but I stay in stage four most of the time, which still guarantees sufficient safety cushion, but does not neglect the fun. I only change to at least one level higher when the asphalt is wet. The radial four-piston Brembo brake calipers decelerate reliably, but the pressure point is a little spongy, making it difficult to brake precisely before a bend. Strangely, the ABS cannot be adjusted, which does not suit the sporty engine.
Windshield can only be adjusted with tools
On tour, the windshield protects quite well in the highest setting, but the wind stream hits the visor precisely and loudly. Inexplicably, the shield can only be lowered using an Allen key. On the highway, the GSX-S 1000 GX can demonstrate its power and pulls away powerfully. However, from around 180 km/h onwards, the front end occasionally starts to shake slightly on uneven tarmac. Obviously, the wind generated by the fairing sitting high above the front wheel creates too much lift and transfers the turbulence to the chassis. Suzuki therefore wisely regulates the GSX-S 1000 GX at 215 km/h, while its naked bike sister and the sports tourer are allowed to run at a smooth 240 km/h. The fuel consumption of the towering crossover bike averages 5.4 liters per 100 km/h, which gives it a theoretical range of 352 km before the 19-liter tank runs dry.
Pleasant transportation
Suzuki has set a list price of 17,400 euros for the GSX-S 1000 GX. For this, the customer gets a smart-looking crossover bike with an engine that is actually very powerful, but unfortunately cannot really show its potential on country roads. The semi-active chassis supports a pleasant ride, but if you want to be sporty when cornering, you have to increase the electronic damping, which comes at the expense of comfort.