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  • Roads to Adventures: Unveiling the Features of Suzuki’s GSX-S1000GX+

    Roads to Adventures: Unveiling the Features of Suzuki’s GSX-S1000GX+

    Suzuki has a new motorcycle called the GSX-S1000GX+, and we had the chance to take it for a spin. This motorcycle is part of the sport-touring class, and it shows how things have changed over time. Before, these bikes were either big and heavy or sportier but less comfortable. Then came the adventure bikes, which have become really popular. They often show up in ads, conquering rough terrains, but in reality, many people use them mostly on regular roads.

    GSX-S1000GX+

    Now, Suzuki has something they call the “supreme sport crossover” – the GSX-S1000GX+. It’s like a mix of an adventure bike and a sport-tourer. This motorcycle isn’t entirely new; it’s like a cousin to the GSX-S1000GT+, which we really liked in 2022.

    The GX+ is a version of the GT, but with a few upgrades. It has a longer-travel suspension that adjusts based on the bike’s movement, thanks to some fancy technology. The front part of the bike can go up and down more than the GT, making it better for different types of roads. It also got some new looks and a stronger support frame.

    If you want to go on a big tour, there’s the GT+ version, which comes with special hardshell bags for your stuff. Some markets will have a simpler version called the base GX, but we’ll only get the GX+ here. It already comes with bags and a stand for parking.

    One of the cool things about the GX+ is a special technology called Suzuki Advanced Electronic Suspension. It’s like magic – it adjusts how soft or firm the ride is based on the road and how fast you’re going. You can also pick from different settings like Hard, Medium, and Soft, or even make your own custom setting. It’s like having a bike that knows exactly how you like to ride.

    Now, let’s talk about the part that makes the bike go – the engine. It’s a really strong one from Suzuki’s famous GSX-R1000 series. It has a lot of power, around 150 horsepower! That’s like having a small car’s engine on a motorcycle. Even though the engine design is a bit old, it still works great and can go really fast.

    GSX-S1000GX+

    Riding the GX+ feels good. The handlebars are closer to you, and you sit a bit higher compared to the GT, making it easier to see everything. The seat is a bit taller, but it’s not a problem if you’re not too short. The engine sounds powerful, and you can shift gears without using the clutch, which is pretty cool.

  • V-Strom 800 and V-Strom 800 Touring: Suzuki’s New On-Road Adventure Bikes

    V-Strom 800 and V-Strom 800 Touring: Suzuki’s New On-Road Adventure Bikes

    Suzuki is adding two new models, the V-Strom 800 and V-Strom 800 Touring, to its popular V-Strom 800 range in the United States. These new models offer a street-oriented approach and aim to provide comfort and performance for various riding purposes, including commuting, sports riding, and long-distance touring.

    V-Strom 800

    Both the V-Strom 800 and V-Strom 800 Touring utilize the same modern 776cc parallel-twin engine found in the more off-road-focused DE model. They feature cast aluminum wheels, 19 inches in the front and 17 inches in the rear, fitted with Dunlop’s D614F/D614 tubeless ADV tires designed for on-road performance. These changes cater to a smoother and more road-friendly riding experience.

    To enhance their on-road capabilities, these models now come equipped with a new 43mm SHOWA SFF-BP (Separate Function Fork – Big Piston) inverted front fork and a SHOWA rear shock. These suspension components are optimized to improve straight-line stability and cornering performance for street riding, while still offering moderate off-road capabilities. The rear shock has a remote, hand-operated hydraulic spring preload adjuster, allowing riders to quickly adjust suspension settings to accommodate passengers or additional cargo.

    The suspension travel on these models is reduced from 8.7 inches (220mm) to 5.9 inches (150mm) both at the front and rear. This change results in a lower ground clearance of 7.3 inches (185mm) and a more approachable seat height of 32.5 inches (825mm), down from 33.7 inches (855mm). The design of the 5.3-gallon (20-liter) fuel tank has been altered to be narrower towards the rear, creating a seamless connection with the slim seat and making it easier for riders to reach the ground when stopped.

    The V-Strom 800 and V-Strom 800 Touring come with a steel frame, steel sub-frame, and an aluminum swingarm. The front fork features radially mounted NISSIN four-piston brake calipers gripping a pair of 310mm stainless steel brake rotors, while the rear wheel has a single 260mm disc. These models are equipped with a compact ABS system, offering two different mode settings for varying road conditions. Mode 1 minimizes anti-lock brake intervention, while Mode 2 increases anti-lock brake intervention.

    For rider comfort, both models feature a tall and wide adjustable windscreen, a wide handlebar with vibration-damping qualities, a supportive seat, and rubber-padded footpegs. The V-Strom 800 Touring version includes handguards and a 35-liter plastic top case, which can be operated with the motorcycle’s ignition key, as standard equipment.

    Like the V-Strom 800DE, the V-Strom 800 and V-Strom 800 Touring come with a full-color 5-inch TFT LCD multifunction instrument panel. This panel provides riders with control over Suzuki’s Intelligent Ride System (S.I.R.S.), which includes features like the Suzuki Drive Mode Selector, Suzuki Traction Control System, and Suzuki’s Bi-Directional Quick Shift System, allowing quick and easy up or downshifting without using the clutch lever.

    These models offer a range of Genuine Suzuki Accessories, such as plastic side cases, multiple top case options, engine guards, a center stand, low- and high-profile seats, heated hand grips, fog lamps, and more. The available Genuine Suzuki Accessory aluminum side cases and top cases come with a robust locking system and a distinct key separate from the motorcycle’s ignition key.

    The V-Strom 800 and V-Strom 800 Touring models are expected to arrive at dealerships in Spring 2024. The starting price for the V-Strom 800 is $9,899, while the Touring variant is priced at $10,499. Each model will be offered in distinct colors, with the V-Strom 800 available in Metallic Matte Steel Green and the V-Strom 800 Touring in Glass Sparkle Black. These new additions aim to provide riders with a diverse range of features and options for their on-road adventures.

  • Suzuki’s New Era: GSX-8S and V-Strom 800DE Lead the Way

    Suzuki’s New Era: GSX-8S and V-Strom 800DE Lead the Way

    Suzuki people must feel relieved and happy as reviews for the GSX-8S and V-Strom 800DE are positive. These models are just the beginning of a new series of bikes using the same parallel-twin engine. Suzuki plans to introduce more models, including a full-faired sport version, possibly called GSX-R.

    GSX-8S

    Before the GSX-8S and V-Strom, Suzuki hadn’t released a completely new midsize bike in about 25 years. The last one was the SV650 in 1999, which was a 649cc V-twin engine used in various SV and V-Strom models over the years.

    The new 776cc parallel twin engine is expected to be used in a wide range of future models. There are rumors about a faired sport version, potentially named GSX-8F or GSX-8R. This parallel-twin project started as the turbocharged Recursion concept bike in 2013, with a 588cc SOHC twin and a turbocharger boosting power to 100 hp. It evolved into the DOHC “XE7” engine, still with a turbo, showcased at the 2015 Tokyo Motor Show. The GSX-8S and V-Strom’s 776cc twin closely resembles that prototype motor but without the turbocharger.

    Suzuki has filed numerous patents related to the project, indicating ongoing development. Some patents show innovative exhaust designs combining the turbocharger and catalytic converter to reduce turbo lag. The fact that the current GSX-8S and V-Strom prioritize midrange power could hint at the possibility of future turbocharged versions.

    Various sportbike chassis designs have been revealed in these patents. While the original Recursion used a cast-alloy frame, recent designs suggest a shift to a tubular-steel design with different configurations. The single-sided swingarm from the Recursion concept remains consistent in these designs.

    Though a turbo twin would be an exciting flagship model for Suzuki, the first sportbike using the GSX-8S engine is likely to be a faired version of the GSX-8S. It would borrow its chassis and engine, creating a direct rival to bikes like Yamaha’s R7 and Honda’s CBR650R.

    Honda is also rumored to be developing a CBR750R around the engine from their new Hornet and Transalp. For Suzuki, this non-turbo model, possibly called GSX-8F, could be more crucial for the mainstream market, offering the appeal of the GSX-8S but with the added comfort of a fairing for longer rides.

    According to rumors in Japan, we can expect at least one more model based on the GSX-8S to be showcased at upcoming shows later this year and available for purchase in 2024. This indicates Suzuki’s commitment to expanding its lineup and catering to various riding preferences with the versatile parallel-twin engine.