Weekend Pass: Bike… | more bikes

So, you’ve seen the track, you’ve seen the racetrack… and now MSL’s Dave Manning highlights our trio of Suzukis.

Suzuki GSX1000GX+

Just over a year before this trip, I’d ridden the GX on a trip to Copenhagen, and was quite impressed by its capabilities over some very diverse terrain, so it would be great to compare its flexibility with its stablemates. Many will say there is very little difference between the GX and GT other than height (and cost!), but there is a lot more to it than that. It’s 6kg heavier than the GT, and I think it’s fair to say most of that is due to the electric suspension and its adjusters and sensors. The aerodynamics are clearly set up for comfort over distance and speed, the ergonomics are closer to a ‘soft’ adventure bike, so the fairing and screen (which is adjustable, even if only with the aid of a spanner) sit higher than the GT, in fact, as does the whole bike, thanks to the longer legs.

The increased space for the rider is emphasized by the seat, which has an additional 15 mm of padding compared to the GT, and the rear seat is also 10 mm thicker, and wider too. There is also a factory option of a ‘comfortable’ seat, however, during a trip to Denmark I actually discovered that the aftermarket option was not as comfortable as the standard seat!

While, like the S and unlike the GT, the GX did not have optional heated grips, it did have handguards as standard, which helped a little in keeping your pinkies warm and dry. The bars are 55 mm closer to the rider, and the grips are 14 mm farther apart, which combined with the increased leg room (thanks to the extra seat padding) makes the rider’s position on the GT lower and more comfortable.

The main difference to its siblings is that the GX has more tech, notably Bosch supplying their six axis IMU to control all the electronic duds like cornering ABS, anti-wheelie etc, but the real world difference with the GX is the fact that it’s the first bike in Suzuki’s range to have electronic suspension control with their SEAS system. This can be either automatic, or rider-selected in terms of soft or hard damping, while rear preload can be set to automatic mode (which gives a self-leveling option) or with static presets for rider, rider with luggage or rider with pillion. The sensors within the magical system also do a number of other things, including working when riding on irregular surfaces (such as cobbles, or similar) and automatically triggering the Suzuki Floating Ride Control and softening the way the butterflies open in the throttle body. Essentially, SEAS (with six-axis IMU) takes care of almost everything except opening the throttle and changing gears. Oh, and if you want to change the preload on the fork, you have to take out the spanner. That constantly changing automatic suspension adjustment was perfect for the wide variety of terrain and weather conditions we encountered on this trip.

Specification: Suzuki GSX-S1000GX+

engine:

Type: 999cc, liquid-cooled, DOHC, 16v.

Bore x Stroke: 73.4mm x 59mm

Compression: 12.8:1

Fueling: EFI, ride by wire

Claimed power: 152bhp @ 11,000rpm

Claimed torque: 106Nm @ 9,250rpm

CHASSIS:

Frame: Aluminum Twin Spur

F Suspension: SAES System Showa 43mm USD forks, semi-active damping, manually adjustable preload

R Suspension: SAES Showa single shock, semi-active damping and preload

Front brake: Brembo four-piston monobloc calipers, 310 mm discs

Rear brake: Brembo single piston caliper, single disc

Electronics:

Riding Mode: Yes

Traction Control: Yes

Slide Control: No

ABS: yes

Quickshifter/Autoblipper: Yes

Wheelie Control: Yes

Launch Control: No

Pit Limiter: No

Cruise control: yes

Dimensions:

Wheelbase: 1,470 mm

Seat Height: 845mm

Wet Weight: 232kg

Fuel Capacity: 19 liters

Information:

Price: £14,999

Contact: www.bikes.suzuki.co.uk

Suzuki GSX-S1000 GT+

It’s been a while since I’ve ridden a GT, it was actually a previous version of the model for a trip to the Cairngorms. At the time, I was very impressed with the way the Suzuki handled and made power, so I was really keen to pick up another, especially the revised 2025 version, so this was the first of three Suzukis with which I packed my bags for this trip before leaving Horncastle. And, although we swapped bikes at every fuel stop, once we were headed home, I managed to hold on to the GT’s seat and nothing short of physical violence could pry me off it.

In the brand’s line-up, the GT sits nicely between the S and GX, and can very much be described as a sports tourer – a healthy 150bhp power output and power delivery that rewards spirited riding (and makes those of us who grew up riding inline fours in the eighties and nineties swoon at home), and handling so good that the bike could be considered for use on a track day, all in all. The day is associated with rest and (optional) hard stuff.

Although some readers may consider this next statement a spoiler, I personally consider the GT to be the best bike currently in Suzuki’s line-up, and this is coming from someone who absolutely loves the Hayabusa…

The convenient rear seat handles make it easy to pack soft luggage, the ergonomics and screen are ideal for my physiology, and the fact that this particular bike was fitted with optional heated grips from the factory meant that, when the weather turned cold and wet – and it did in each of the three regions we visited – all three of us were eager to slide back onto the GT (and avoid the weather-prone naked S!).

Interestingly, while Suzuki claims the GT has the same fuel consumption as the S (but slightly worse for the GX, 45.5 mpg as opposed to 46.3 mpg), we found that for the initial trip to Dover and then to Reims, the naked bike used significantly more, although as we wandered our way through the three areas we were focusing on, consumption seemed to drop between the bikes. Presumably the fairings on the GT and GX have made them slightly more efficient at higher speeds. And, while it’s the GX that has the larger screen/fairing, I found little difference between it and the GT, while Gary H’s larger frame (he’s a man’s man, Gary!) benefited from the GX.

While we were traveling light, and we had the backup of photographer Gary C.’s car if needed, the GT’s panniers proved ideal for holding waterproofs, snacks, water bottles, and a chain to lock the bike at each night’s stop. A little convenience that wasn’t possible on the S – roadside parking in a stunning national park with some sustenance makes every trip a little more enjoyable!

Specification: Suzuki GSX-S 1000 GT+

engine:

Type: 999cc, liquid-cooled, DOHC, 16v.

Bore x Stroke: 73.4mm x 59mm

Compression: 12.8:1

Fueling: EFI, ride by wire

Claimed power: 150bhp @ 11,000rpm

Claimed torque: 106Nm @ 9,250rpm

CHASSIS:

Frame: Aluminum Twin Spur

Front suspension: KYB 43 mm upside-down forks, fully adjustable, 120 mm travel

Rear Suspension: KYB shock, adjustable for preload and rebound damping

break:

Front – Twin 310 mm discs, Brembo four-piston radial calipers

Rear – 240 mm disc, single-piston caliper

Electronics:

Riding Mode: Yes

Traction Control: Yes

Slide Control: No

ABS: yes

Quickshifter/Autoblipper: Yes

Wheelie Control: Yes

Launch Control: No

Pit Limiter: No

Cruise control: yes

Dimensions:

Seat Height: 810 mm

Wheelbase: 1460 mm

Fuel Capacity: 19 liters

Weight: 226 kg

Information:

Price: £11,999

contact: www.bikes.suzuki.co.uk

Suzuki GSX-S1000S

Having never ridden an ‘S’ before, I had only tried the oddly formatted GSX-S950 in its A2 license and full power form about 3 years ago. Like the GT, it was a refreshed version of Suzuki’s big naked for me to try out. My first impression – as soon as I pressed the starter motor, put it in gear and let out the clutch – was of a louder, faster, cheekier and altogether more playful bike than the other two. How Suzuki has achieved a completely different character for a bike that is essentially similar to the others but with less bodywork is nothing short of amazing.

The induction noise is clearly different from the other two, becoming apparent as soon as you open the throttle with even the slightest eagerness – a loud, throaty rumble that brings an extra level of urgency and excitement on both the GT and GX. Suzuki says there is a gap within the airbox, and given that all three machines run on exactly the same power and torque (the S has 2bhp less on the other two, but torque is the same), it seems this change has been made solely to emphasize the intake roar for the benefit of the rider, and it certainly helps add to the sportier feel.

It seems clear that the ‘S’ is a lighter bike, given its lack of fairing and miscellaneous weather protection, but it’s only 12kg less than the GT (and 18kg less than the GX), although it makes a noticeable difference when swinging the bike around, and pulling from side to side on the winding forest roads of the Vosges. But then again, while the S and GT have the same wheelbase (the GX is 10mm longer), the faired versions weigh more, so it makes sense that the naked bike should be more agile.

Of course, the lack of weather protection due to the naked styling made an impact on anyone who rode the S on this trip, with all three of us noting that we were getting wetter and colder on the naked bike than on the two faired machines. But perhaps the biggest difference – and this really only applies here given the amount of time we spent on motorways on both sides of the Channel – was the fact that the ‘S’ doesn’t have cruise control. Bruce particularly noticed this during the return trip to Lincolnshire, having to regularly move his right arm to get some feeling back, but this was only a minor annoyance as the time spent on the more exciting highways and byways of the Vosges, Eifel and Ardennes was clearly more fun on the more agile and sporty naked. Also, if we had considered this an issue before setting out on the trip, we would have fitted Suzuki with one of those paddle-shaped ‘throttle control’ devices to reduce strain on the right wrist, which would have instantly made it more suitable as a tourer.

The TFT screen is 5 inches smaller than the other two, but it doesn’t have as much to display, given that the technology isn’t as detailed, although there are still three riding modes, and options within the SIRS system. If you have a long road trip ahead of you then the lack of hard luggage may be considered an issue, although given the variety of soft luggage now available, it really depends on personal preference and how much you actually take with you on the trip. If it’s a weekend away, do you just take extra underwear and a few t-shirts or your entire wardrobe? I’ll let you think about that.

Specification: Suzuki GSX-S1000

engine:

Type: 999cc, liquid-cooled, DOHC, 16v.

Bore x Stroke: 73.4mm x 59mm

Compression: 12.8:1

Fueling: EFI, ride by wire

Claimed power: 150bhp @ 11,000rpm

Claimed torque: 106Nm @ 9,250rpm

CHASSIS:

Frame: Aluminum Twin Spur

Front suspension: KYB 43 mm upside-down forks, fully adjustable, 120 mm travel

Rear Suspension: KYB shock, adjustable preload and rebound damping 130 mm travel

break:

Front – Twin 310 mm discs, Brembo four-piston radial calipers

Rear – 240 mm disc, single-piston caliper

Electronics:

Riding Mode: Yes

Traction Control: Yes

Slide Control: No

ABS: yes

Quickshifter/Autoblipper: Yes

Wheelie Control: Yes

Launch Control: No

Pit Limiter: No

Cruise control: yes

Dimensions:

Seat Height: 810 mm

Wheelbase: 1460 mm

Fuel Capacity: 19 liters

Weight: 214 kg

Information:

Price: £10,999

Contact: www.bikes.suzuki.co.uk