Alright, let’s play a game. Which bike am I describing?

It’s got a retuned version of what is arguably one of the best four-cylinder sportbike engines ever made. That glorious powerplant is crammed into a sport-touring chassis that handles so well it will make you rethink what you know about the category. The front end offers so much feedback and confidence that it punches well above its weight—all that in a package that is comfortable on the body and the wallet. Any guesses? Here’s a clue: it’s got a Suzuki badge.

If you’re still scratching your head, I’ll spell it out for you—the GSX-S1000GT, or more broadly, the GSX-S1000 range, which includes the GT, Panorama, and now the GX. When I first rode the GT, I was floored by how well it performed, especially for the price. I was out with a crew of riders on various sport-tourers and sportbikes, and let me tell you, the GT held its own through the bends. And that engine? We all know the legend of the K5-K6 GSX-R1000 donk that found its way into the GSX-S range.

So, what happens when you slap on a deck of electronic suspension, jack up the travel, tweak the ergonomics, and slap a new name on the GT? You get the GSX-S1000GX.

The core frame and engine package remain the same as that found on the GT, but the GX gets all-new bodywork, a larger screen, and longer-travel suspension with electronic adjustment. That Showa semi-active suspension is the big-ticket item here, and while it makes the GX pricier than its stablemates, at $25,890 ride away, it still undercuts rivals like the Yamaha Tracer 9 GT+, BMW S 1000 XR, and Ducati Multistrada V4S. Sure, those bikes bring more electronic wizardry to the table, but the GX carries a solid list of features for the price.

Peak power from the 998cc inline four-cylinder engine remains at 112 kW at 11,000 rpm, but max torque (106 Nm) arrives 250 rpm earlier at 9,250 rpm than the GT on the GX. As you’d expect from a mill originally designed for a superbike, this thing loves to rev, but it’s got plenty of punch down low too—one of the reasons why this engine is so revered. And 20 years later, it’s still a special piece of engineering.

I’ve ridden some very pricey bikes with both beautiful and dodgy quickshifters, but the GX’s is one of the best. Paired with a typically slick Suzuki six-speed box, you can rifle through gears at any speed and at any revs with buttery precision.

The seat height jumps from 810 mm to 845 mm, and the claimed weight creeps up from 226 kg to 232 kg. And, of course, the price jumps too—$20,190 for the GT versus $25,890 for the GX. That’s a hefty five-grand premium for electronic suspension, a smidge more travel, and a more upright stance. Worth it? That depends on what you want from your ride.

The GX runs a Bosch six-axis IMU, facilitating multiple riding modes, cornering traction control, and cornering ABS. The IMU also integrates with the Suzuki Advanced Electronic Suspension (SAES), which features Active Damping Control (ADC) and electronic rear preload adjustment, so you can set the suspension to suit the load you’re carrying.

Of the three modes (A, B, and C), A and B both deliver full power, but the throttle response from A mode was a tad snappy for my taste, so I stuck with B mode. The GX’s electronics also tie throttle response to suspension settings: A mode means a firmer setup, B mode is more balanced, and C mode softens things up. You can also tweak settings within each mode to fine-tune your ride.

Unfortunately, the cruise control system feels like a relic from the past. It’s sluggish to respond on inclines, sometimes letting speed drop by 10–15 km/h before reacting, and the buttons for adjusting the set speed work when they feel like it.

While I’m talking electricals—for a bike at this price, I expected heated grips as standard. Nope. That’s a bit disappointing.

Handling is still sharp, but you do lose some edge compared to the GT with the added travel and increased ride height, which is to be expected. The seating position is more relaxed, but taller riders take note—just because the bars are higher doesn’t mean your legs will be comfy. At 186 cm, I found my upper body was nice and comfy, but my knees got a bit uncomfortable on longer stints. The seat also has a tendency to bite after a while, and the windscreen, at its highest setting, directed air right at the base of my helmet, creating a hell of a racket.

On the practical side, there’s a sturdy rear rack for lashing your gear to, and with the optional hard panniers, the GX provides decent luggage-carrying capacity.

Bottom line? If you want one of the sweetest engines ever made in a package that still handles damn well, with a bit more comfort than the GT, the GX is worth a look. But that $5K premium is a tough pill to swallow for me. If you want more comfort and electronic suspension, go GX. If you’d rather keep the extra cash and lean into the sportier side of touring, the GT is your bike. Either way, you’re getting a machine with a legendary engine and plenty of capability.