The Motorcycle That Doesn’t Need Constant Upgrades
There’s no question about how capable big bikes are, but there is a strange gap between what riders expect from a premium motorcycle and what actually arrives in the crate. A bike can have superbike performance, long-distance comfort, and sophisticated electronics, yet still leave its owner reaching for the accessories catalog before the first major trip. Luggage, a better suspension setup, touring equipment, electronic aids, and practical hardware can turn an already expensive motorcycle into an even more expensive ongoing project. But there is one motorcycle in the sport-touring space that doesn’t have you running back to dealerships for accessories.
When Big Bikes Still Need Big Accessory Lists
The Premium Motorcycle Accessory Problem
The upper end of the motorcycle market is filled with machines that are enormously capable but oddly incomplete in standard form. This is particularly noticeable in the sport-touring and crossover categories, where buyers are often paying well into five figures for a motorcycle and then discovering that some of the equipment that actually makes it useful lives on the options list.
The BMW S 1000 XR, for example, comes with a variety of rider aids, but luggage, heated grips, a shift assistant, and several other useful pieces of equipment are optional. It’s evident across the broader premium segment. Manufacturers allow buyers to build motorcycles for their intended use, which is convenient, but it also means the advertised price is only the beginning.
Performance Is Rarely The Problem
Modern liter-bikes can deliver staggering acceleration while advanced electronics make that performance easier to manage. The problem is that these specifications don’t necessarily make the bike a practical machine. A motorcycle intended for long-distance riding needs more than horsepower. It needs luggage, comfortable ergonomics, adaptable suspension, cruise control, connectivity, and enough wind protection to make several hundred miles feel like a journey rather than an endurance test.
The Ducati Multistrada V4 S demonstrates just how far the premium segment can go. It offers electronic Skyhook suspension, cruise control, Ducati Quick Shift, a 6.5-inch TFT display, and extensive radar aids as standard. Some of the higher variants include additional touring equipment, too. But the V4 range starts at $19,995, and that’s without the accessories. The prices only go up from there. But we want something that fits a budget and still comes loaded with the good stuff.
Enter The Suzuki GSX-S1000GX+
The Suzuki GSX-S1000GX+ Is Built Complete From The Start
Now, Suzuki takes a fairly direct approach with the GSX-S1000GX+. Instead of starting with a performance motorcycle and asking the owner to turn it into a tourer, Suzuki builds much of the touring functionality into the motorcycle from the factory. The GX+ is positioned between the worlds of sport touring and adventure touring, combining the core engine and chassis architecture from the GSX-S1000GT+ with the upright stance and rider-focused ergonomics from the V-Strom 1050.
Then it goes on to add side cases, a center stand, hand guards, Bluetooth connectivity, rider aids, electronic suspension, and cruise control, all as part of the package. The best part? Prices start at $10,000–$20,000 less than a European model that’s similarly kitted out.
Side Cases, Electronic Suspension, And Cruise Control — All Standard, No Extra Charge
Straight out of the factory, the GSX-S1000GX+ gets 23.5-liter side cases and a center stand that immediately makes it ready for touring. Electronically controlled suspension takes the guesswork out of setup. Add cruise control, a bidirectional quickshifter, an adjustable windscreen, and handguards, and the GX+ starts to look like a bike that’s already finished.
The electronics, too, go well beyond the basics with lift control, roll torque management, multiple riding modes, smartphone connectivity, and a 6.5-inch TFT screen tying everything together. It’s like the bike already knows what you’re going to ask of it.
It Gets GSX-R DNA But No Race-Bike Attitude
Powering the GSX-S1000GX+ is the 999cc liquid-cooled inline-four derived from Suzuki’s GSX-R architecture. But Suzuki has deliberately tuned this motor for road use rather than simply dropping a superbike engine into a touring chassis. According to Suzuki’s UK website, the GX+ produces 150 horsepower and 78 pound-feet of torque. It is tuned in such a way that you don’t have to hit the red line to feel the bike’s presence. Overtaking at cruising speed is simple enough thanks to this broad delivery, but the engine has enough enthusiasm to make an empty stretch feel irresistible.
This power is transmitted to the rear wheel via a six-speed gearbox assisted by a bi-directional quickshift system, allowing clutchless upshifts and downshifts. The electronics supporting the engine are also a handful. Suzuki’s Drive Mode Selector Alpha lets the rider tailor the bike’s response, while Smart TLR Control combines traction control, lift limitation, and roll torque control. Smart cruise control is another particularly useful feature on a motorcycle intended for long-distance road work. Remember: all of this comes standard on the bike and none of it has to be added after you’ve already depleted your savings.
How GSX-R Chassis Tech Gets Retuned For All-Day Riding Comfort
The GX+ uses a twin-spar aluminum frame, again, derived from GSX-R technology, but its chassis philosophy is considerably more relaxed thanks to an upright riding triangle. Suspension comes from long-stroke inverted front forks and a rear monoshock, both electronically controlled. The interesting part is the electronics involved. Suzuki’s Advanced Electronic Suspension uses information from the IMU, wheel-speed sensors, and suspension-stroke sensors to automatically adjust damping. Suzuki Road Adaptive Stabilization adds another layer of protection by detecting uneven surfaces and adjusting the bike’s suspension and throttle settings accordingly.
Ground clearance is 6.1 inches, and the seat height measures 33.3 inches, making the GX+ a fairly tall motorcycle that allows you to sit higher above traffic and see more of the road ahead. Braking duties are handled by Brembo four-piston Monobloc calipers that clamp down on two 310 mm discs at the front and a Nissin single-piston caliper that bites a 240 mm disc at the rear. Both ends are, of course, ABS-equipped.
Ten Electronic Systems That Work So You Don’t Have To
We’ve already mentioned some of the things above. Still, the Suzuki Intelligent Ride System (S.I.R.S) bundles more than ten electronic functions, including traction control, lift limitation, roll torque control, active damping, road-adaptive stabilization, electronic rear preload, cruise control, quickshifting, and multiple riding modes. The 6.5-inch TFT display is the command center, and through Suzuki’s mySPIN application, it can display maps, phone calls, contacts, music, and calendar information. This is also where the rider can access all of the bike’s settings.
Upgrades On The Suzuki GSX-S1000GX+ Are Almost Unnecessary
Why $18,749 Buys More Here Than $22,000 Buys Elsewhere
Now, the Suzuki GSX-S1000GX+ has a base MSRP of $18,749. This definitely puts it into premium motorcycle territory, but the equipment list changes how this should be viewed. Most big ADVs start at around the same price, but require a list of accessories and aftermarket expenses before they become touring-ready. The GX+ comes factory-fitted with almost everything you are going to need. Sure, you may miss a few things here and there, like a top box or heated grips — these are optional extras — but at this price, the upgrades are largely unnecessary. The most important features are already strapped to your bike from the moment you leave the dealership floor.
Source: Suzuki Cycles
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