Weekend Pass: The Bikes…

So, you’ve seen the route, you’ve seen the racetracks… and now MSL’s Dave Manning shines a light on our trio of Suzukis.

Suzuki GSX1000GX+

I’d ridden a GX just over a year prior to this trip, on a trip to Copenhagen, and been rather impressed by its capabilities over some very varied terrain, so it’d be great to compare its flexibility with its stablemates. Many folk will say that there’s little in the way of different between the GX and the GT, other than its height (and cost!), but there’s more to it than just that. It’s 6kg heavier than the GT, and I think it’s fair to say that the majority of that is down to the electric suspension and its adjusters and sensors. The aerodynamics are clearly set up for comfort over distance and speed, with the ergonomics being close to that of a ‘soft’ adventure bike, so the fairing and screen (which is adjustable, albeit only with the aid of spanners) sit taller than the GT as, indeed, does the whole bike, thanks to the longer legs it stands upon.

The increased room for the rider is emphasised by the seat, which has an additional 15mm of padding when compared to the GT, and the pillion seat is also 10mm thicker, and wider too. There’s also a factory option of a ‘comfort’ seat, although, I actually found on the trip to Denmark that the aftermarket option wasn’t as comfortable as the standard one!

While, like the S and unlike the GT, the GX didn’t have the optional heated grips, it did have handguards as standard, helping in a small way to keep your pinkies warm and dry. The bars are 55mm closer to the rider, and the grips are 14mm further apart which, added to the increased leg room (thanks to the extra seat padding) makes for a roomier, more comfortable rider position that on the GT.

The major difference to its siblings is that the GX has more tech, notably that Bosch have supplied their six axis IMU to control all the electronic doobries such as cornering ABS, anti-wheelie etc. But the real-world difference with the GX is with 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 stiff damping, while rear preload can be set in automatic mode (which gives a self-levelling option) or with static presets for rider, rider with luggage or rider with pillion. The sensors within the magical system do a number of other things too, including working out when you’re riding over irregular surfaces (such as cobbles, or the like) and automatically triggering the Suzuki Floating Ride Control and softening the way that the butterflies in the throttle bodies open. Essentially, the SEAS (along with the six-axis IMU) looks after pretty much everything apart from opening the throttle and changing gear. Oh, and if you want to alter the preload on the forks, you’ll have to get the spanners out. That constantly-changing automatic suspension adjustment was absolutely perfect for the variety of terrain and weather conditions that we encountered on this trip.

Specs: Suzuki GSX-S1000GX+

Engine: 

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

Bore x stroke: 73.4mm x 59mm

Compression: 12.8:1

Fuelling: EFI, Ride by Wire 

Claimed Power: 152bhp @ 11,000rpm

Claimed Torque: 106Nm @ 9,250rpm

Chassis:

Frame: Aluminium twin spar

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 brakes: Brembo Four-piston monobloc calipers, 310mm discs

Rear brake: Brembo single piston caliper, single disc

Electronics:

Riding Modes: 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: 1,470mm

Seat Height: 845mm

Wet Weight: 232kg 

Fuel Capacity: 19 litres

Info:

Price: £14,999

Contact: www.bikes.suzuki.co.uk

Suzuki GSX-S1000 GT+

It’d been a while since I rode the GT, it actually being the previous version of the model on a tour to visit the Cairngorms. Back then, I was very impressed with the way the Suzuki handled and made power, so I was really keen to have another go on one, especially the tweaked 2025 version, so it was the first of the three Suzukis that I strapped my luggage to for this trip before we left Horncastle. And, although we did swap bikes at every fuel stop, once we were on our way home, I managed to grab the seat of the GT and nothing short of physical violence was going to get me off it.

In the brand’s line-up, the GT sits neatly between the S and the GX, and very much epitomises what can be described as a sports tourer – a healthy 150bhp power output and power delivery that rewards enthusiastic riding (and makes those of us that grew up riding inline fours in the Eighties and Nineties very much at home), and handling that is good enough to consider using the bike on a track day, all allied to all-day comfort and (optional) hard luggage.

While some readers may consider this next statement to be something of a spoiler, I personally consider the GT to be the best bike in Suzuki’s line-up at present, and that’s coming from someone who absolutely loves the Hayabusa…

The handy pillion grab handles make it a cinch to strap on soft luggage, the ergonomics and screen are ideal for my physiology, and the fact that this particular bike was fitted with the factory’s optional heated grips meant that, when the weather turned colder and wetter – and it did so in every one of the three areas we visited – all three of us were keen to slide back onto the GT (and avoid the weather-prone naked S!).

Interestingly, while Suzuki claim that the GT has exactly the same fuel consumption as the S (but marginally worse for the GX, at 45.5mpg as opposed to 46.3mpg), we found that for the initial thrash down to Dover and then on to Reims, the naked bike used quite a bit more, although the consumption did seem to level out between the bikes while we were meandering our way through the three regions that we were focussing on. Presumably the fairings on the GT and GX made them a tad 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, is Gary!) benefitted from the GX.

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

Specs: Suzuki GSX-S 1000 GT+

Engine: 

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

Bore x stroke: 73.4mm x 59mm

Compression: 12.8:1

Fuelling: EFI, Ride by Wire 

Claimed Power: 150bhp @ 11,000rpm

Claimed Torque: 106Nm @ 9,250rpm

Chassis:

Frame: Aluminium Twin spar

Front suspension: KYB 43mm inverted forks, fully adjustable, 120mm travel

Rear suspension: KYB shock, adjustable for preload & rebound damping

Brakes:

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

Rear –  240mm disc, single-piston caliper

Electronics:

Riding Modes: 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: 810mm

Wheelbase: 1460mm

Fuel capacity: 19 litres

Weight: 226kg

Info:

Price:   £11,999

Contact: www.bikes.suzuki.co.uk

Suzuki GSX-S1000 S

I’d not ridden the ‘S’ before, at all, having only tried the strangely formatted GSX-S950 in its A2 licence and full power forms about 3 years ago so. Like the GT, this was a refreshed version of Suzuki’s big naked for me to try. My first impressions – borne out as soon as I’d pressed the starter motor, slipped it into gear and let out the clutch – were of a snappier, louder, cheekier and just downright more playful bike than the other two. Quite how Suzuki have achieved that entirely different character for a bike that is, essentially, the same as the others but with less bodywork, is nothing short of astounding.

The induction noise is clearly different to that of the other two, apparent as soon as you open the throttle with even the slightest sense of keenness – a snappy, throaty growl that brings an extra level of urgency and excitement over both the GT and GX. Suzuki say that there’s a difference within the airbox, and given that all three machines make nigh on exactly the same power and torque (the S is 2bhp down on the other two, but torque is identical), it seems that this change has been made purely to emphasise intake roar for the rider’s benefit, and it certainly helps to add to the sportier feel.

It seems obvious to state that the ‘S’ is a lighter bike, given its lack of fairing and sundry weather protection, but it only amounts to 12kg less than the GT (and 18kg less than the GX), although that does make a noticeable difference when wheeling the bike around, and when hauling it from side to side in the twisting forest roads of the Vosges. But then, while the S and GT have the same wheelbase (with the GX being 10mm longer), the weight is carried higher on the faired versions, so it makes sense that the naked bike should be more nimble.

Of course, that lack of weather protection due to the naked styling did have an effect on whoever was riding the S on this trip, with all three of us noting that we were getting wetter, and colder, on the naked bike compared to the two faired machines. But perhaps the biggest difference – and this only really applies here because of 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 especially noticed it on the return leg to Lincolnshire, having to regularly give his right hand a shake to bring back some feeling, but this is only a minor niggle 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. Besides, if we had considered this as being an issue before we’d left for the trip, we’d have fitted one of the paddle-shaped ‘throttle control’ devices to the Suzuki, to reduce strain on the right wrist, which would have instantly made it more suited as a tourer.

The TFT screen is smaller than on the other two, at 5”, but then it doesn’t have as much to display, given that the tech isn’t as expansive, although there are still the three ride modes, and the options within the SIRS system. The lack of hard luggage could be considered an issue if you have a long road trip ahead, although given the variety of soft luggage now available, it’s really down to personal preference and how much you actually take with you on a trip. If it’s a weekend away, do you just take spare underwear and a couple of tee shirts? Or your entire wardrobe? I’ll let you mull that one over.

Specs: Suzuki GSX-S1000

Engine: 

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

Bore x stroke: 73.4mm x 59mm

Compression: 12.8:1

Fuelling: EFI, Ride by Wire 

Claimed Power: 150bhp @ 11,000rpm

Claimed Torque: 106Nm @ 9,250rpm

Chassis:

Frame: Aluminium Twin spar

Front suspension: KYB 43mm inverted forks, fully adjustable, 120mm travel

Rear suspension: KYB shock, adjustable preload & rebound damping 130mm travel

Brakes:

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

Rear –  240mm disc, single-piston caliper

Electronics:

Riding Modes: 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: 810mm

Wheelbase: 1460mm

Fuel capacity: 19 litres

Weight: 214kg

Info:

Price: £10,999

Contact: www.bikes.suzuki.co.uk