This Suzuki proves you don’t have to give up sportsbike handling and performance just because you want to go touring

Sports touring is a genre that sometimes gets unfairly overlooked in the motorcycle scene. Maybe I’m speaking for myself here, but I’m guilty of looking towards the adventure-bike scene to get my jollies at a more respectable and acceptable pace as I get older. I like the idea of seeing some places rather than zooming up and down my local back roads, but I’m not ready to give up having a red-hot go when faraway roads turn twisty.

A wise man once told me that a Ducati Multistrada was the Volkswagen Touareg of the bike world. With that in mind, the GSX-S1000GT+ must be an Audi RS4 Sportswagon: lower to the ground, less capable off-road, but ultra-fun on the road with room to carry luggage and a passenger.

The GSX-S isn’t really a groundbreaking machine; it’s more understated and sorted. The engine was originally found in a circa-2005 GSX-R1000, which some Gixxer purists would say was its peak. The chassis is a beefed-up version of a GSX-R item to deal with the extra loads of touring, and the swingarm is ripped straight from a GSX-R1000.

The electronics package is decent, with three levels of traction control, three throttle modes, an up-and-down quickshifter, beautiful colour TFT dash, cruise control, heated grips and full smartphone connectivity. Throw in the hard luggage kit and it’s safe to say the GSX-S1000GT+ has all the right ingredients for sports touring.’

The TFT dashboard is backlit brightly, making it easy to read in all weather conditions

Straight off the rip, the GSX-S feels compact and light for a mile muncher. The seat is pretty low at 810mm and I can plonk both feet flat on the ground, unlike most adventure tourers. The ‘bars are close and up high, which makes for a very relaxed riding position. The clutch is light and the engine feels torquey right off idle.

Any excuse to head bush to an iconic country pub and the Suzi is the bike to do it on

The throttle is super-sensitive in A mode and, coupled with the grunty power output, is a little unnerving initially. All good, into B mode I go for now.

I don’t normally get excited about gearboxes, but this one attracted my attention immediately. This whole gearbox, shift linkage and quickshifter should be removed from this motorcycle and studied by the world’s best mechanical engineers. Once they have studied and replicated it, it should become the global minimum standard for this style of gearbox.

There’s also plenty of room and comfort for a pillion along with generous grab handles in case the rider gets overly enthusiastic

It is by far the best I’ve ever used. There is no slop in the shift lever, it’s not clunky or crunchy on my toe, and it shifts effortlessly and crisply up and down no matter the revs or engine load. I am in awe. Is this a Gixxer thing? Maybe I should have been a Gixxer bro all along.

Out of the burbs and onto the more open road, the GSX-S feels right at home. Maybe it’s a little short on the gearing, as I keep looking for a seventh cog. I find myself in top gear even going through towns at 40km/h and the bike still powers away smoothly.

Unmistakeable Suzuki DNA from the much-loved sports GSX

The engine is tuned for mid-range performance, so while revving it out sounds sweet and throaty, the surge of power tails off at the upper end of the rev range. For a standard exhaust, the GSX-S sounds pretty nice. At idle and low speeds it gives off a bit of a burble and lets out a roar as you pin the throttle. The low-slung exhaust means you don’t lose luggage capacity, keeps the weight low and probably helps with the sound, too.

As I hit the twisties, I start to feel the plush suspension is a bit too soft. I’ve loaded the bags with gear to stay in a pub overnight, plus a few snacks etc, and I weigh around 100kg, so this is not unexpected.

This is what it’s all about… the long and winding road on a weekend away

Luckily, I had scoped out the shock at home and threw a screwdriver and C-spanner in my bag. A hydraulic preload adjuster would be a nice addition, but I get the rear preload set to max on the side of the road with minimal fuss. I add some rebound damping to the rear and some compression and rebound damping to the front while I’m there.

This makes an immediate difference. It settles the suspension down for me and I feel like I can throw it onto the edge of the tyre without any protest from the bike.

The GSX-R-derived chassis hides its touring kilos brilliantly, steering with little effort and laying into corners with genuine sportsbike confidence

The chassis is another gem; it smashes corners with some of the best even with luggage on board.

The bike feels like it carries its weight low. This could also be from the upright seating position, but it takes very little effort through the ‘bars to steer and lays into a corner confidently. I find the lean-angle limit a little earlier than expected by riding a tad lazy, so I make a mental note to get my elbows out and my bum off the seat a little when having a dip.

There are three levels of traction control and three throttle modes easily accessed by the rider

The fairing isn’t expansive, but it gets the job done without being bulky and ugly. At speed the wind feels like it goes around my knees. The windscreen isn’t adjustable and keeps the wind off my chest, but that’s about all. The air coming off it is clean without any buffeting, so I’m thankful for that, but it pays to have a decent helmet that isn’t too noisy on this bike.

Over a two-day ride with plenty of stops for sightseeing, meals and drinks, I covered close to 1000km and felt like I could have ridden another 1000km the next day. I was as fresh as a daisy.

Each 36-litre hard pannier has quick-release fittings

The longest stint I did on a tank of fuel was 300km and the 19-litre tank only took 16.7 litres. That’s plenty of fuel range for most road bikes and you could squeeze even more out of it by riding responsibly.

The GSX-S1000GT+ left a mark on me. I’ll admit that 150hp in the old money sounded a bit lame, but after slapping myself in the face and remembering that superbikes only had that much power back when I was racing, I just rode the sucker and enjoyed every moment of it while exploring roads less travelled. 

Saving on front tyre wear… at least that’s Wattie’s explanation

✅ PROS – Sublime gearbox and quickshifter, GSX-R handling DNA, all-day comfort, heated grips and panniers as standard.

❌ CONS – No hydraulic preload adjuster, non-adjustable screen, ground clearance when pushing on.

 

COMPETITION


BMW F 900 XR – $21,865 ride away


KAWASAKI NINJA 1100SX – $22,740 ride away


YAMAHA TRACER 9 GT – $27,849 ride away

 

SPECIFICATIONS

ENGINE
999cc liquid-cooled DOHC inline four
Bore & stroke 73.4mm × 59.0mm
Compression ratio 12.2:1
Transmission Six-speed, bi-directional quickshifter

PERFORMANCE
Power 112kW (150hp) @ 11,000rpm
Torque 106Nm @ 9250rpm

CHASSIS
Frame Aluminium twin-spar
Suspension
Front 43mm KYB USD fork, fully adjustable
Rear Link-type monoshock, preload and rebound adjustable

BRAKES
Front Dual 310mm discs, Brembo four-piston calipers
Rear 240mm disc, Nissin single-piston caliper

WHEELS & TYRES
Wheels 17in front/rear
Tyres 120/70 ZR17 (f), 190/50 ZR17 (r)

DIMENSIONS
Seat height 810mm
Fuel capacity 19L
Kerb weight 232kg

PRICE
$22,990

CONTACT
www.suzuki.com.au