Suzuki is introducing two entirely new 2024 models. The GSX-8R is a sportier version of the naked GSX-8S introduced earlier this year, and powered by the torquey 776cc parallel twin engine. The GSX-S1000GX+ is a new sporty bike with adventure ergonomics, similar to recent offerings from Ducati and BMW. It is powered by a 999cc inline four-cylinder engine.
The new GSX-S1000GX+ gets Suzuki’s first electronic suspension system, allowing the rider to change between different suspension damping settings with the push of a button.
Here is the press information from Suzuki on these new models, followed by videos featuring each bike:
Brea, CA (November 7, 2023) – Suzuki Motor USA (Suzuki), continues its impressive run of new 2024 models, with two more electrifying and important new products – the GSX-8R sportbike and the GSX-S1000GX+ sport crossover. Each model plays an important role in the Suzuki product line, both specifically positioned to inspire and engage riders with new thinking, precise engineering, and rider-driven features to make them leaders in their respective classes.
GSX-8R – The New Standard of Sport – The GSX-8R combines cutting-edge sportbike styling and real-world performance into a rider-friendly, exciting package. With progressive features such as the Showa SFF-BP fork and link-style rear suspension, full fairing design, and a sporty riding position; the 8R takes the unrivaled GSX-8S platform and gives it a sporty twist. This new model sets a new standard of sport with an exciting new expression of sportbike appeal, satisfying sport performance, and optimized comfort.
GSX-S1000GX+ – Supreme Sport Crossover – Bred from the best attributes of the GSX-S1000GT+ and V-STROM 1050, the all-new GSX-S1000GX+ bridges the gap between segments and offers a comfortable ride while delivering aggressive superbike performance and sporty looks. The GSX-S1000GX+ takes the crossover segment by storm with new technology never before seen on a Suzuki. The GX+ introduces a whole new level of suspension performance by introducing Suzuki Advance Electronic Suspension (SAES) – Suzuki’s first electronic suspension – and by adopting Suzuki’s original new Suzuki Road Adaptive Stabilization (SRAS) system. Coupled with included side cases and center stand, the GX+ is positioned to be the sport crossover motorcycle that shatters expectations on how thrilling and versatile one bike can be.
2024 GSX-8R
The GSX-8R builds on the solid engineering advances of the GSX-8S and features an upgraded SHOWA suspension for enhanced sporting middleweight performance. Suzuki’s new-generation parallel-twin 776cc DOHC engine with the sturdy backbone frame built around it forms a perfect package. Wrapped in the unique styling of a thoroughly modern take on Suzuki’s sportbike heritage, the GSX-8R features an aggressive, mass-forward look that is slim, compact, and well-balanced.
Key GSX-8R Features
- Propelled by Suzuki’s new-generation 776cc parallel-twin engine, the GSX-8R is upgraded with SHOWA’s SFF-BP fork and matching shock for agile and sure handling.
- GSX-8R riders enjoy exceptional ergonomics. Well-placed foot pegs, a well-padded seat, and forged aluminum separate handlebars place the rider in a sporty riding position shielded from wind sounds and buffeting by the sleek full fairing and wind tunnel-developed windscreen.
- Sharp handling is a Suzuki tradition, so the GSX-8R uses SHOWA’s SFF-BP inverted front fork and matching rear shock for precise performance.
- The ABS-equipped** NISSIN® radial-mounted 4-piston brake calipers with dual 310mm front brake rotors provide sure and linear stopping power.
- Dunlop’s RoadSport 2 radial tires (120/70ZR17 at the front; 180/55ZR17 at the rear) are designed for the GSX-8R to deliver agility and grip.
- The GSX-8R’s parallel twin uses a 270-degree firing order for strong torque production and is equipped with Suzuki’s patented Cross Balancer system for smooth operation and a thrilling exhaust note.
- Suzuki’s Clutch Assist System (SCAS) smooths shifting and engine braking with the standard Bi-directional Quick Shift system.
- The GSX-8R uses the Suzuki Intelligent Ride System (S.I.R.S.) suite of electronic rider aids that includes a three-mode Suzuki Drive Mode Selector and the four-mode Advanced Traction Control System* plus the Easy Start & Low RPM Assist systems.
- Riders will keep tabs through the GSX-8R’s full-color 5-inch TFT instrument panel.
- The GSX-8R’s full features and specs are available here. The GSX-8R is MSRP priced at $9,439. It arrives in early 2024.
2024 GSX-S1000GX+
The new GSX-S1000GX+ achieves a new level of suspension performance by introducing Suzuki Advanced Electronic Suspension (SAES) — the Suzuki motorcycle line’s first electronic suspension —integrated with the Suzuki Intelligent Ride System (S.I.R.S.) These systems combine to make the GX+ comfortable and confidence-inspiring on road surfaces ranging from urban asphalt or worn highways, and uneven surfaces like cobblestones to paved country or mountain roads.
The result is an exciting new sport crossover motorcycle positioned comfortably between sport tourers and adventure tourers. While delivering the aggressive performance and sporty looks that distinguish the GSX-S series, the GSX-S1000GX+ provides long-distance touring comfort with its upright ergonomics and advanced features.
Key GSX-S1000GX+ Features
- The 2024 GSX-S1000GX+ shares its engine and frame with the sport touring GSX-S1000GT+, but uses upright ergonomics and a taller stance to position the GX+ as Suzuki’s Sport Crossover model.
- The GSX-S1000GX+’s long-stroke suspension achieves enhanced performance through the introduction of the Suzuki Advanced Electronic Suspension (SAES) and by adopting the new Suzuki Road Adaptive Stabilization (SRAS) system. These technologies make the GX+ more comfortable and manageable on urban streets, concrete highways, and uneven, winding mountain roads.
- The GSX-S1000GX+’s updated Suzuki Intelligent Ride System (S.I.R.S.) is a full collection of advanced electronic rider aids. The GX+ is the first GSX-S motorcycle to adopt the Suzuki Drive Mode Selector Alpha (SDMS-α.)
- Smart TLR Control utilizes the Suzuki Traction Control System with Lift Limiter and Roll Torque Control, aiding performance under diverse and varying conditions.
- Active Damping Control offers four electronically-controlled damping settings – Hard, Medium, Soft, and a customizable User setting – to best match the SDMS-α riding modes or the rider’s preference.
- Electronic Rear Suspension Preload Settings offer a choice of four modes to tune the shock absorber to the GX+’s current load requirements.
- Suzuki Road Adaptive Stabilization activates automatically when riding on uneven surfaces to provide a smoother ride with a soft, controllable throttle response.
- Smart Cruise Control continues to operate when using the Bi-directional Quick Shift system’s clutch-free shifting, making the GX+ easier to handle on long rides.
- With over ten S.I.R.S. features, many of which are new or updated specifically for the GSX-1000GX+, riders select the settings that best suit their skill level and experience, the passenger or cargo load, and road conditions.
- The GSX-S1000GX+ has a 6.5-inch full-color TFT instrument panel. Using the panel, the rider may easily tune the GX+’s S.I.R.S. settings.
- The TFT panel also controls Suzuki’s mySPINTM smartphone connectivity application to display maps, phone calls, contacts, and the rider’s music library.
- A high-performance 999cc, DOHC, liquid-cooled, in-line four-cylinder engine based on Suzuki’s championship-winning GSX-R architecture powers the GSX-S1000GX+.
- The GSX-S1000GX+ uses an aluminum, twin-spar frame and swingarm derived from GSX-R technology.
- The GSX-S1000GX+ comes standard with a 3-position adjustable windscreen and large-capacity 25.7L (0.9 Cu. Ft.) side cases that each hold most full-face helmets.
- A sturdy center stand simplifies maintenance while offering another parking option.
- The GSXS1000GX+ full features and specs are available here. The GSX-S100GX+’s MSRP is $18,499. It will arrive in early Spring 2024.
Additional FeaturesA wide selection of Genuine Suzuki Accessories is available for the GSX-8R and the GSX-S1000GX+. Review the Suzuki Genuine Accessory catalog for information on the full range of genuine accessories specific to each of these new models. Genuine Suzuki Accessories may be reviewed here.
Both the GSX-8R and GSX-S1000GX+ come with a 12-month limited warranty. Longer warranty coverage periods with other benefits are available through Suzuki Extended Protection (SEP). For more details, please visit www.suzukicycles.com.
Note: SUZUKI MOTOR CORPORATION reserves the right to add any improvement to change the design or to discontinue any Suzuki Genuine Accessories at any time without notice. Some Suzuki Genuine Accessories might not be compatible with local standards or statutory requirements. Please check with your local AUTHORIZED SUZUKI DEALER for details at the time of ordering.
Love the 1000. The 8R is cool, but surely the designers envisioned it with a fender eliminator. Picture it without the long tail and it’s a sweet bike. Very happy to see manufacturers bringing awesome entry-level/rational motorcycles to market. Not sure I understand all the comments about weight. Modern bikes are so good and balanced that as soon as you get rolling, it disappears. Heck, I can barely tell my 130-pound wife is even on the motorcycle, save for the screaming and helmet pounding. When that stops, I assume she fell off. But the motorcycle doesn’t care one bit.
oh, my. I had not seen the yellow 8R yet. It is quite the fetching thing. Congrats to Suzuki for making the correct decision with regard to wheel color. I still wish the headlight outline feel completely within the lines of the fairing, though..
Am I the only one that sees SV-R gen 2 cues throughout this bike?
I love that yellow 8R.
The GSX-8R looks interesting and could easily replace my SV650S except why is it so fat, and I’ll be 73 next year…
I guess I would be one of those Luddites with a complete lack of understanding. To me the industry has gone automotive. The auto industry makes all the cars look something like and SUV and the motorcycle industry goes ADV. Same deal. The auto industry took all the useful storage out of the pickups, which is slowly coming back, and the motorcycle industry went abbreviated tail sections. Wouldn’t want any hideous ability to carry things now would we? There there is electronics and lately the TV screen to help you turn down the engine that has more power than is necessary.
But what about general attributes? Well, there’s more power. But you still have to pay extra to get suspension technology that the dirt bikes have all had since the late eighties. Pay a bit more and you get stuff that you can adjust on the TV screen. How about weight? A 1968 Bonneville weighed 402 pounds wet. 363 for those of you who prefer lie weight. Most of the current street bike market is closer to 500 pounds or more. That ain’t progress. I wonder if there is a single bike you can buy now with something like a 650 twin that weighs less than an old Bonneville. I think the MT-07 is closest at 406.
Whatever. Apparently I’m a Luddite. I spent a lot of time enjoying and racing off road motorcycles. I learned that a good bike has good usable power and is very light weight and has fantastic suspension. I look at street bikes and all I see is more power and more weight. I am unmoved by modes and TV screens. If the thing had a decent engine it wouldn’t need any modes. And if your ride is so dull that you want to watch TV you’re doing it wrong.
Now maybe one of you holy embracers of all things modern can explain to me why so many of the current bikes are so ugly. How is that a virtue? Perhaps it is a Ferrari model. Those things are always up to the minute. But take a look at the old ones. Many of them look pretty awful.
I don’t know that you’re a luddite so much as just that you’re completely in denial. You make all kinds of incongruent comparisons to support your points. A 1968 Bonneville was not a good bike which is why the Japanese and even HD easily and quickly eviscerated them from the market. Compare capability, not engine displacement. Kawasaki 400 twin or KTM 390 single is a better engine than that old Triumph 650. Everything else about these most basic bikes they sell is superior, too.
You’ve also repeatedly cited that MX bikes have had suspension tech since the 80s’ that’s hard to find on street bikes. That’s completely untrue. There are street bikes with more sophisticated and simpler suspension and there are dirt bikes with equally cheap suspension. Again comparing a premium dirt bike to the most basic street bikes to support your opinion.
Almost everything you say you want is readily available, you just have to a.) acknowledge it and b.) pay for it.
Mick, aside from being called motorcycles, there is absolutely no comparison between a ‘68 Bonneville and any modern bike. In ‘68 Triumph was a dead man walking; their bikes woefully behind the times in both performance and reliability. Bikes back in ‘68 were light because the frames were flexible, suspension components offered no damping and little travel, and brakes were a hope and dream. Yes bikes are heavier today due to components that actually work…and perform reliably. Put a ‘68 Bonneville on a road or track with a ‘24 Triumph 400 and the entry level single cylinder Triumph will provide performance that 1968 Triumph could never imagine. Mick, I love the old bikes from my youth, but that doesn’t mean I can’t move on and recognize that modern machines are just better. I currently own bikes from the 70’s, 80’s, 90’s and the 21st century. I ride the newer machines more often and appreciate that I only have to replace the consumables (tires, brakes and oil) and simply enjoy the ride, handling and performance that they offer. The bike of old have nostalgic value that I enjoy, but the modern bikes are just better dance partners. Personally, I don’t care what a motor cycle looks like (to a point); I care more how it makes me feel. A motorcycles “looks” are derived from a form-follows-function perspective, so by design a modern bike has to have a different visual impact as the performance offers a different experience.
I’m going to agree with you on most points. Especially the ADV thing. I like ADV bikes when they have some off-road capability. I’m sure these street oriented “ADV” bikes are comfortable, but they leave me with a SUV sensation.
I think I want a Ninja 1000SX. Sport touring without all the height and carrying capacity. It’s still heavier than I would like.
I somehow messed up. I was supposed to be responding to Joe B down there. He was on a out Luddites and 650 Triumphs.
But I’m game.
Dave,
Even you must admit that comparing the capabilities of a 1968 motorcycle that I didn’t select to some current small displament bikes if kind of ridiculous. And really the old Triumph is probably a better freeway droner, though why someone would want to drone freeways on a motorcycle is beyond me.
One suspension I said most. And that is still true. So is the part about paying extra. If you pay extra you can get suspension that would make Fred Flintstone scratch his head. But the speed sensative stuff that comes on the Yamaha dirt bikes since 2007 is still something out of the future for street bikes. And yes, if you buy some kid a play bike it will still have street bike suspension tech.
Gary,
I am aware that advances have been made in a lot of areas. My point is that 55 years of street bike development hasn’t changes some key attributes at all. And the situation is not improving. You can deny that all you want. But denial does not make a 68 Triumph heavier than an MT-07 does it? And back then they raced those Triumphs off road. How long do you suppose you could thrash an MT-07 off roadd before you broke it? Probably as long as the Triumph to be honest. But is that progress? What else has made so little progress in the last 55 years?
Scale that with the dirt bikes. The industry decided to go retro in 2002. The early four strokes were heavy grenades. Ebay was chock full of spare parts from blown up four stroke junk. Since that time the bikes have lost weight and gained reliability. They’re still junk in my opinion. But they have improved a great deal. But in many ways the dirt bike industry did in twenty years what the street bike industry can’t do at all forever. And if some guy like me doesn’t call attention to that you guys will never get the goods.
No one can argue (not convincingly anyway) that EFI isn’t superior to carbs – but that technology comes with sensors (TPS, OAT, TEMP, O2), a fuel pump and an ECU – these things weigh more – so there is a trade-off.
A 33mm conventional damping rod fork will certainly weigh less than a 48mm USD cartridge fork with high/low speed compression adjustment and rebound damping adjustment – these things weigh more – so there is a trade-off.
An modern o-ring 530 chain will weigh more then a chain from the 1960’s and a longer swing arm means more links – these things weigh more – so there is a trade-off.
A larger electrical demand requires a larger stator – these things weigh more – so there is a trade-off.
A high compression engine requires a larger stater – these things weigh more – so there is a trade-off.
We all like clean air…resulting in catalytic converter (and this doesn’t even consider noise compliance) – these things weigh more – so there is a trade-off.
You get the point. The fact that a modern 600-1000cc motorcycle can be produced with all of these advancements AND still weigh the same as a 50 year old design is a testament to how better designed these motorcycles are. If you were to ADD these updates to a Bonneville – the bike would weigh 100 pounds more!
BTW, I started riding/racing 2T bikes and fought the transition to 4T bikes – but in 2004 I rode my first modern 4T and immediately bought one – these machines are vastly superior to the 2T’s and the engines last an entire season without a rebuild.
You nailed it Gary.
How do you type with those tiny little dinosaur arms?
I had a SV650S for 10 years and loved it. Sign me up for this new 800 variant.
Good On You Suzuki !
After having no new models for some time now, Suzuki has finally started to breathe again. Possibly the money they saved leaving MotoGP, might be cause for some celebration for Suzuki fans, enabling them to have something new to sell. At least the fairing on the GSX8 hides all, at least some, of the outside plumbing, that Honda seemed to have so very well hidden, without a fairing, on their Hornet model. So many choices in these modern times, its almost as if, if you can think of it, there is a bike that has it. Cant wait till tests come out for these new models, so wish I was young again, but then most of them care nothing for motorcycles like we did at that age. imho
I think the GSX-8R might be just the ticket . I loved my SV650S for 10 years…
Right On Suzuki !
Well I was planning to test ride the S1000XR, the V100 and SS-950S in the spring…now I will need to add the GSX-S1000GX+ to the list. Right off the bat the Suzuki addresses one concern I have with the other 3 brands; reliability. It’s a good time to be in the market for a Sport-Tourer that put emphasis on both sport and comfort.
“reliability.” Sorry, but wheach one is the best? Sport tourer is good for me. To go to my wife’s mother
While European brands have improved their reliability in the last decade, they still lag the Japanese brands – from even 20 year ago. The stand-out European brand for quality is Triumph, who are equal to the Japanese brands.
If the X was meant to compete against the Versys, it doesn’t have a tough job ahead of itself; that Kawasaki was one of the most ho-hum, disconnected, lack-luster bikes I’ve ever ridden. The old 650 version was more fun.
Those are some nice offerings. Good job, Suzuki.
A K5 Gixxer engine in a “tourer” has got to be pretty cool, if your pillion has the nerves for it……
As a practical matter, I hope they have broadened the gearbox ratio spread. They’re just too close, on the previous GSX’, for anything other than riding around like a crazed Gixxerbro.
The engine is venerable. It’s becoming something like it’s era’s “Chevy small block” (maybe that title is still reserved for the Honda CB air cooled 4cyl..). I wonder if Suzuki imagined they’d be selling $18.5k luxury bikes built around it back when they developed it.
Hmm. That is all goes to engine blocks. That is the most expensive things to develope and to manufacture. There are a lot of engineeries to to do it in the list.
Good point. The ratios on that engine are completely unacceptable for anything but a gixxer. For them to still be pedaling this gearbox is absurd. I can only assume there isn’t enough room for a wider ratio. Either way, this engine is and always will be severely compromised for long distance.
Granted, I just skimmed the article, but it sounds like the GSX-8R is meant to combine the ergonomics of a sport bike with the performance of a touring bike? Unless I missed something, I’m not sure anyone was asking for that.
Kind of a new SV650S, is my take.
Lots of people buy the Ninja 650. And the CB650.
I just can’t get along with pillion seats so short that yiou can’t even comfortably fit throwover bags. For no reason, since you still have a stupid 2 foot fender poking out behind it.
Now, Susuki’s “8” platform, may well be THE most suitable of all the new middleweight platforms, for a neo-retro/cafe treatment…..
“I’m not sure anyone was asking for that”, is the new catch phrase to say someone has been left behind of the motorcycle industry for the last 10-20 years. Putting performance in a touring bike, or off road capability on a good street bike, or simply adding bags, fairing, and modern electronics, Luddites simply stare in complete lack of understanding. Ever since the Japanese created other models, to compete with the venerable Triumph 650, there have been those who ask the same questions every year, “why’d they do that”? Its not a plain donut.
/\ this.