The “one-bike-fits-all” philosophy has been around for a long time. This is despite the fact that motorcycles are generally much more specialized than the average automobile, meaning they are extremely good at what they do, but they aren’t very good at things outside of that. Take sportbikes, for example: they are some of the quickest vehicles, without exception, but they will not do well outside of a smooth, flowing road or a racetrack. If you look in the opposite direction at dirt bikes, it is pretty much the same. They are geared too short and require service way too often to be a serious option for people looking to use them daily or in different conditions. Also, if you want to keep your bike for a long time, neither of these choices are a good fit.
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That leaves us with more mundane types of motorcycles, like naked bikes or touring motorcycles. These motorcycles have a broader skill set because they are designed to appeal to a broad audience. An especially interesting segment is the sport-touring segment because, of all the different types of motorcycles, it seems to have the widest breadth of abilities. They are powerful, long-legged and efficient, and they have great reliability and longevity. The sport-touring segment has also fragmented into sub-genres, of which the new-age sport tourer is now the crossover. These are motorcycles that are sport tourers at heart but have the seating position and long suspension travel of an adventure touring motorcycle. They remain fun on tarmac because of their 17-inch wheels, sticky tires, and powerful engines that like to be revved. You probably have the greatest opportunity to find the motorcycle that balances performance, comfort, and longevity here.
The Sober Japanese Option
Honda is known for taking a logical approach to most of its products, and the sport-touring segment is no different. In the U.S. market, it is spearheaded by the NT1100 DCT, a motorcycle that is based roughly on the Africa Twin and follows its philosophy as well. A 100-horsepower engine and a dual-clutch automatic gearbox are standard, and it is extremely comfortable for both the rider and pillion. A recent update added a six-axis IMU to the 6.5-inch touchscreen with Apple CarPlay and Android Auto, and there really isn’t much you would be left wanting for. However, you might want more performance, if only for the excitement factor.
The Passionate, Performance-Oriented Italian
At the other end of the spectrum from the NT1100 DCT is the Ducati Multistrada V4 Pikes Peak. Sure, it might have the Granturismo V4 engine, which has conventional valve springs, but this is one of the throwback Multistradas in every other sense. The engine has a counter-rotating crank and churns out 170 horsepower. It has a 17-inch front wheel and a single-sided swingarm. We have no doubt that the Multistrada V4 Pikes Peak will chew through tires just as quickly as a sportbike, and we are equally sure that we would not mind it one bit. However, all that performance and hard riding will not be good for longevity, so we need to look somewhere else.
The Suzuki GSX-S1000GX IsThe Japanese Crossover That Splits The Difference Between Honda And Ducati
Somewhere in the middle of the Honda and the Ducati lies the Suzuki GSX-S1000GX. This is Suzuki’s contribution to the crossover segment, and it hasn’t done badly at all, considering it is built from a parts bin. It does not lack anything, whether it is power, comfort, or features, and Suzuki offers it at a very competitive price. This means, as with most Suzuki bikes, it is excellent value. You could give it negative marks for being a little gutless at low revs, but other than that, the GSX-S1000GX is faultless.
Value Pricing Another Feather In Its Cap
The GSX-S1000GX is priced at $18,749. This might seem like a high price because there are other models in the segment, like the BMW S 1000 XR, whose base model is priced similarly to the Suzuki. However, the difference is that the GX is not a base model. Suzuki sells only one variant of the GSX-S1000GX in the U.S. market, and it is the top-spec variant with all the bells and whistles. That means you get a TFT screen with Bluetooth and navigation, electronic suspension, a six-axis IMU… the works.
Traditional Inline Four Engine Is Exciting
An inline-four engine that sounds suspiciously like a liter sport bike engine powers the GSX-S1000GX. That is because it is derived from an old GSX-R1000 engine. It displaces 999 cc, featuring a short-stroke design and a compression ratio of 12.2:1. The power and torque figures are 152 horsepower at 11,000 rpm and 78.2 pound-feet at 9,250 rpm. It is a high-revving engine that suffers from a relative lack of performance at lower revs, but considering it is designed to be a tourer, we cannot really fault it too much.
This power is sent through a six-speed close-ratio gearbox with an assist and slipper clutch. A two-way quickshifter is standard. Other interesting aspects are the Suzuki exhaust tuning valve in the exhaust, a feature that you don’t really see on modern motorcycles, and the linking of the electronic suspension to the drive-by-wire throttle so that the response suits the road conditions.
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Fantastic Electronics Suite Backs Up Great Chassis
Instead of the usual trellis frames seen in today’s sport touring motorcycles, the GSX-S1000GX has a throwback chassis. This is a twin-spar aluminum frame derived from an old GSX-R, just like the engine is. However, the subframe is an updated one; it is a steel trellis unit with enough strength to carry a pillion and luggage with zero worry.
The suspension has a conventional layout but has longer travel than a traditional sport tourer and has electronic damping as well. The inverted front forks and rear single shock are fully adjustable and offer 5.9 inches of travel. Brembo provides the brakes with a twin 310 mm disc setup at the front with radial four-piston fixed monobloc calipers. At the rear, Nissin provides the 240 mm disc and the single-piston caliper. The wheel and tire setup is a roadgoing one with 17-inch alloy wheels shod with radial tubeless tires.
This Is A Tall Motorcycle, But Made For Tarmac
This being a crossover, it has the dimensions of a touring motorcycle, but a tall one, even though it is developed for tarmac. It is 84.6 inches long, 36.4 inches wide and has a 57.9-inch wheelbase, which makes it very agile. The seat is a high 33.3 inches off the ground, but you also get 6.1 inches of ground clearance along with it. The fuel tank holds five gallons of fuel, but you need to remember to temper expectations because this is a fun four-cylinder engine. Curb weight stands at 511 pounds wet.
Standard Features That Cost Extra on BMW and Ducati
This Suzuki commands a premium price, so it shouldn’t come as a surprise that it offers premium features in exchange. It starts off with a large 6.5-inch TFT display with Bluetooth connectivity and navigation. It also gets color-matched hard luggage, a center stand, and hand guards as standard. The windshield is manually adjustable, and the options list has features like frame sliders, red brake calipers, heated grips, and a seat that stays cooler in the sun.
We have already talked about how this is a premium driveline and chassis setup, which is why it has a by-wire throttle, six-axis IMU, and electronically controlled suspension. You get ride modes via the Suzuki Drive Mode Selector Alpha. It changes parameters like the cornering traction control, wheelie control, and engine brake control. On the chassis end, there is cornering-enabled ABS and rear wheel lift mitigation. Cruise control is standard and in the GX’s case, the smart cruise control allows you to shift gears without switching off.
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There are only two real competitors to the Suzuki that have an identical format; one is the Kawasaki Versys 1100. But the Kawasaki chases refinement and torque over a good horsepower figure and is priced higher than the Suzuki so if you’re chasing speed, this isn’t where you should be looking.
BMW also has an option in the form of the S 1000 XR. This costs a few hundred dollars more than the Suzuki and offers almost 20 more horsepower and more torque in a slightly lighter motorcycle. However, this is a base price and, as with any BMW, it becomes a much better product when you add options, and that drives the price up significantly.
Source: Suzuki Cycles USA