You may recall our review of Suzuki‘s new V–Strom 800. The same 776cc parallel-twin, with the same tune, is found in the subject of this review.
We weren’t shy when we told you we fell in love with this new parallel-twin from Suzuki. Housed in the GSX–8R, it provides the same characterful, satisfying performance. The GSX–8R, however, is definitely a different beast.
This might best be described as a comfortable, relatively upright sport bike. There are several on the market these days, including from Honda, Aprilia, Triumph, and Kawasaki.
These bikes can be everything from comfortable commuters and tourers, to aggressive canyon scratchers, and track day weapons. In some ways, this is the category where the Holy Grail is found, i.e., the one do–it–all motorcycle.
In addition to the V–Strom family, this new engine is also found in the naked GSX–8S. It is the GSX–8R that really caught our attention, however, as it seemed to provide a perfect combination of the V–Strom ergonomics and wind protection with the lightweight look and performance of a naked bike. We also think it is the best looking bike in the group.
Here is how Suzuki describes the GSX–8R features:
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.
Although the above quote is Suzuki marketing hype, I concur with most of it. The biggest change, perhaps, from the other bikes sharing this engine is the Showa suspension found on the 8R.
We can confirm that the stock suspension is excellent on this bike. Yes, it is largely non-adjustable with the exception of rear spring preload, but Suzuki has done a remarkable job combining reasonable road-going compliance with sufficient stiffness and feedback … even on track days. More about that below.
I had the GSX-8R from Suzuki at the same time we had KTM’s excellent new 990 Duke. I even rode these two bikes back-to-back on familiar twisty roads. The comparison confirmed to me how well the 8R handles.
As we stated in our review of the KTM 990 Duke, it was one of the best handling bikes we have ever tested. On familiar twisty roads, the GSX-8R was almost its equal. I noted mild understeer on corner exits aboard the 8R, but I eventually remedied this with more spring preload on the shock and a small (roughly 2mm) raising of the forks in the triple clamps. I weigh close to 210 pounds with gear, so a smaller, lighter rider might be happy with the bike’s balance as delivered. For reference, the bike comes stock with the rear preload set at position four, and I moved it to position five.
The engine is just about perfect for tight, twisty roads. Throttle response is excellent with no jerkiness when opening a completely closed throttle. The three maps offered are labelled A, B and C, with B the standard position (full power, but softer delivery) and A being the most responsive throttle position. Power delivery in C is quite soft and is designed for low traction situations (rain, etc.).
It is easy to adjust the traction control settings from more intrusive to less intrusive. You can even turn traction control off (something you cannot do on many bikes).
Although the handling is excellent as said, the stock tires find their limits when the rider tries to push hard on a twisty road or racetrack. The Dunlop RoadSport 2 tires will, perhaps, not disappoint the average rider, but riders trying to exploit the handling limits of the 8R will want something stickier and more communicative.
The bike has great stability in a straight line and on high speed sweeping turns. It turns in well with little effort, but never feels twitchy or nervous. Feedback through the chassis from the tire contact patches, particularly the front, is excellent. This is a key to gaining confidence in corners, and the Suzuki really excels here.
The standard quick shifter on the six-speed transmission works extremely well for upshifts from second gear on, but is less smooth on downshifts, where some riders may still prefer to use the clutch.
The brakes are excellent. Very good power and feel from the front brake in particular. The pads do not provide much initial bite, but offer very progressive, controllable power.
The suspension, as we stated earlier, is surprisingly good in stock form. Damping seems very sophisticated, and the Showa units displayed very little stiction. Offering a reasonably comfortable ride for commuting/touring, the bike still holds up surprisingly well when pushed hard on a twisty road, or even at a track day.
The ergonomics are another big plus point for Suzuki with the GSX-8R. Honda used to try and find the perfect, comfortable seating position on its VFR 750, finding the ideal balance between touring and sport. Suzuki does a superb job with the GSX-8R in this regard. Indeed, when I first road the test bike from Suzuki headquarters to MD’s office, I was struck by how comfortable the bike was.
Engine performance is the same found on the V-Strom 800, i.e., offering surprisingly strong torque from low-end through the mid-range and power that slowly tapers off at higher rpms. Vibration is a non-issue in contrast to many other parallel-twins.
The wind protection is also excellent. Designed to keep wind off the rider’s chest, the front fairing offers some of the cleanest, buffet-free air at helmet level that we have found on any bike.
Although the GSX-8R does not have a particularly large gas tank (3.7 gallons), fuel economy is excellent and you should be able to travel at least 150 miles before needing to find a gas station.
If you get the impression I liked the Suzuki GSX-8R, you are right. In fact, you will be reading a lot about this motorcycle, because I bought one and am already in the process of modifying it.
Although our test unit was a 2024 model year, the recently announced 2025 model is identical, except for available colors. The 2025 GSX-8R carries a U.S. MSRP of $9,669. Take a look at Suzuki’s website for additional details and specifications.
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