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.
The V Strom’s better low down torque over the R is because the VS road edition has a 50 tooth rear sprocket. The R has a 47 tooth sprocket.
I own both and prefer the V Strom, as it combines the best of the S with the R bikes.
Looks like this bike brought out the nostalgia for the brief period when the Japanese sold a not as sporty sport bike for the general use types. For a while they were like the KLR650 in that every garage had at least one lurking in there somewhere. Funny how they seem to lose the formula every time some new fad comes along.
I get a kick out of the ADV types still clinging to to their little chunks of dirt venues. I’ll tell you what. You round up you best holy grail 17-19 ADV rig and bring it. I’ll be happy to demonstrate that a sub 300 pound supermoto with only slightly carefully selected rubber will run circles around any of these heavy dirt bike looking things. There are places with significant amounts of dirt roads. And those roads can be piloted at a reasonable pace with a pink Pacific Coast simply because it has very stable geometry. The same is true for all but the most track day dedicated sport bikes now days because the industry has come kicking and screaming to the realization that stable bikes crash less and produce more repeat customers.
My view on the above bike? Other than my standard it is embarrassingly heavy comment is my opinion that the fairing needs a double shot of keep it simple. Because it ain’t.
Your post makes you sound inebriated.
I have re-read the review – and the comments – a couple of times now. I am very much leaning towards this bike.
Like many, I like almost every new bike that comes around. In the last few years I have given serious consideration to the 950SS, Tuono 660, V100 & 890SMT. Recently I’ve been smitten by the Tiger 800. Each one of these bikes would be fun to own. My dilemma is that I own a garage full of bikes…and adding another – especially a brand new one – isn’t gonna happen. I’m going to have to thin the herd. The newest bike in my garage is a modified 2005 FZ6. It’s a great machine but it is now 20 years old. All of the bikes I have are custom built or modified – and it pains me to part with them. But maintaining 6 motorcycles AND finding time to ride them is frankly a chore – especially the bikes with carbs.
So one bike will need to replace many. Any of the aforementioned bikes would – but each have an issue (950SS was unloved and is NLA, V100 has a weight problem, 890SMT has a KTM problem, 800T is an unknown right now). The 8R is from one of my favorite manufacturers (I’ve owned more Suzuki’s over my life than any other) and has good aftermarket support. Given how long Suzuki keeps bikes in production I would be able to keep this bike current for a long time. And it’s priced right.
I look forward to Dirck’s follow-on reviews of modifications. I will begin selling my bikes in the spring and hopefully by summer I will have made room for new motorcycle. Of the 30+ motorcycles I have owned over the years – only two were new; a ’73 TS50 (shared with my brother) and an ’81 GN400. My next purchase will likely be my last – so it will need to last a long time.
We are on the same page. I am cross shopping this 8R with the V100 Mandello (in black), the cleanest 1st gen FZ6 I can find or perhaps a Triumph Sprint RS. I would love to hear your perspective on the V100 because that is the first bad thing I’ve heard about them, other than the superfluous winglets. Of the bunch on my list, it is the only one I wouldn’t likely be able to try before I buy, especially if my local Suzuki dealer offers another demo ride day soon. I would likely sell my 690 to make room, or perhaps the K75S, shudder at the thought.
Todd,
I have not ridden a V100 – and personally riding a bike is the most meaningful way to evaluate a machine. A few things give me pause on the V100. First is it’s weight. 514 pounds is on the heavy (fun-sucking) side. Second is Zach Courts review (both written and video)…while he loved the personality of the bike, he noted a number of times that its Italian heritage comes on strong (i.e the gearbox). Lastly, I’ve been following the V100 page on Facebook for over a year. Too many times I’ve seen posts from owners where coolant or oil is leaking from the engine.
That’s less weight than a Multistrada and much less than the often compared R1250RS. It also happens to be about the same weight as my K75S and that has no problem keeping up with sport bikes in the canyons, with a little added effort. I figured that the V100 is light for a Sport Touring bike. Figure that the FJR weighs another 130 pounds and the C14 is almost 700 lbs…
I started my riding with the X6 Hustler and now I’ve returned to Suzuki with the 8R. It isn’t hyperbole when you read this bike report and the comparison to the KTM. And for the money…no comparison.
Jickser or Zzizer. Strange, that Suzuki lived MotoGP.
To Jon I say– I would have had no issue with the statement “In some ways, this is the category where the Holy Grail is found, i.e., the one do–it–all street bike”.
But he wrote motorcycle- and in that context, it’s not a credible statement.
So we can agree to disagree and be happy in our choices.
To Dave, who wrote “A credibly off-road (ie. far past gravel roads on the spectrum ) capable motorcycle is not capable of satisfying on-road performance.” I respond- I specifically mentioned the kind of rough or off pavement (not necessarily off road) riding I was talking about. So why you’re bringing actual off roading into the conversation bewilders me- unless it’s as a red herring.
But I’ll still dispute you lol– I had a first year 950S and a 950SE- both of which are more than credible off road bikes as well as being pretty satisfying on road.
And finally, Todd, who writes “Any bike that is good on trails, single track, etc, is not very comfortable on fast, curvy roads without changing the suspension, front wheel diameter, and choice of tires.”
Again, why the red herring of trails and single track?
But again, I’ll challenge that assumption: again using the 950S, 950SE, 990 Adventure series (had one of those as well), and 1X90 (currently have one of those) and the x90 Adventures (yep, have one of those as well lol). I don’t mean to limit this to KTMs. as I’ve seen pretty much every brand and size of Adventure bike out on trails and single track.
and “An adventure bike is either good at street or only OK on fire roads because, really, they are just heavy street bikes with dirt bike ergonomics.”
Congratulations- understanding is dawning! But I’ll dispute the “only ok on fire roads” part. Most of them are pretty spectacular on fire roads as well as being real good street bikes.
I think a big part of this anti-adventure bike issue is that many pure pavement riders are intimidated by riding off pavement and use what they perceive as insurmountable obstacles (size, weight, tires, etc..) of Adventure bikes as a defense mechanism to stay in their safe space. Too bad, as going off pavement (not necessarily off road) opens up a world of entertaining riding.
And I’ll save you all the trouble of saying how the adventure riders/bikes you see everyday are just Starbucks posers. Yep, certainly true in many cases.
You can’t miss them- they’re parked right next to the wannabe Rossis LOL
I have had a couple of my old airheads on fire roads, as well as my 690 Duke, my 650 Seca, and a Yamaha TDM. Those did just as well as the 990 Adventure and 1250 GS I have taken on similar roads, in fact they did better: I recall a scenario of a long dirt road that eventually turned to deep gravel near someone’s property. My R75/5 was easy to manage in the gravel and it was easy to steady the bike because it was light and close to the ground. I can’t say the same thing about the 990 Adventure. Sure it could bomb along the dirt roads but there was a section that came to a river bed with gravel and baby heads. The utter size, mass and tippy toe nature of the bike did not lend itself well to confidence. I would have much rather done that ride on a DR650 or even my old XR650L. If there was much in the way of public dirt roads in my area, I would probably just put some 60/40 tires on my Duke long before I would buy a big adventure bike!
Only had the opportunity see one at a show and was mostly impressed but how compact it is, visually thinner than the 600 cc RR class units of the 90’s. After doing a little research and comparing Suzuki’s 800 P twin to its 650 V twin used in the DL/SV 650’s the actual RWHP difference is not that large. With added displacement and 25 more years of development I had expected a 25 HP increase and it’s just not so. However being a Suzuki the quality will be excellent and the handling will be precise and more so with premium tires.
As far as definition of motorcycle category you can ride anything you want however you like within the limits of your abilities. I have seen first generation GL1800’s hustle down a twisty section at near sport bike speed. I met a couple touring two up with a dog on a XL175. I rode a GL 1100 through areas I probably couldn’t go on a ADV motorcycle. Motorcycle touring isn’t defined by the quantity of miles but by the quality of the experience.
The simple answer is that peak hp wasn’t what they were going for. This engine’s max rpm is much lower than the 650 v-twin from the SV series. That is why the peak hp number isn’t higher. The torque output is MUCH higher. This engine was designed for street riding, and the rpm range most street riders operate in.
It sounds like removing the airbox cover and getting an ECU flash bumps rwhp up into the mid-80’s so there is a lot of potential for increasing power.
This bike has taken a long time to arrive, Suzuki was in dire straights for some time, the Tsunami and Pandemic almost knocked them out. It was difficult to see them leave MotoGP, when they were still competitive. We are living in the future, this is a really great bike. I realize there will always be some, who negative Nancy almost every new bike. I see this as a modern version of my Honda CB1000R (not the CBR), I would love to trade my ’12 Honda in for one of these, except they would only give me pennies on the dollar of its value. So many bikes, so little time.
I’m sure it’s a great bike. But it’s surprising that you make the same description mistake pretty much every reviewer makes wrt competent all around street bikes:
“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.”
Nope- and you and the rest of the reviewers should know better. Because the do-it-all motorcycle should include some off pavement capability. Not talking hard core off road- but the world is filled with great roads that are crappy pavement, gravel, or reasonably groomed dirt. And none of the 17″ tired shod bikes are very good at that.
I’ll submit that the 800 VStrom (and pretty much every other 19/17 Adv bike) with the vast majority of riders would be more capable on twisties and on track than any of these street bikes would do on really bad or dirt/gravel twisty roads. And they’ll do everything else as well if not better.
Again, not knocking pure street bikes (past multi VFR owner and current 990SMT owner)- they are terrific on decent pavement: but let’s put to bed the myth that pure street bikes can ever be the Holy Grail do everything solution.
Sounds like you should be looking for dual sport reviews instead of being pedantic about street bike all rounders?
I did non get.
“you should be able to travel at least 150 miles”
Rest area is 100.
“ Because the do-it-all motorcycle should include some off pavement capability. ”
No it shouldn’t. Street bike riders are perfectly content with a definition of “do it all” that includes absolutely no un-paved surfaces. A credibly off-road (ie. far past gravel roads on the spectrum ) capable motorcycle is not capable of satisfying on-road performance.
2006 Triumph Scrambler with redial Metzler 80/20s, taller final gearing, Dyno tuned carbs, Givi wind screen, exhaust bafflectomy, ignition mod, rear shocks and springs R&R for better ones.
Completely satisfactory touring, freeways, desert dirt as necessary equals all rounder do it all .
Dave,I agree!
Maybe your definition of “off road” is a little suspect. Any bike that is good on trails, single track, etc, is not very comfortable on fast, curvy roads without changing the suspension, front wheel diameter, and choice of tires. Heck, there is almost nowhere my Beta 200 can’t go, I am its limitation. However, the thing absolutely sucks on the road and is screaming over 50mph. Street and dirt are two different categories and dual sport bikes are the only acceptable compromise to accommodate both reasonably. You can choose to live with a dual sport if your actual roads are 50% street and 50% trails or 100% dirt public roads but the vast majority of riders live where actual trail access is limited or nonexistent. A dual sport sucks on trails and is only ok at touring and sport riding. An adventure bike is either good at street or only OK on fire roads because, really, they are just heavy street bikes with dirt bike ergonomics.
The GSX8R is so much more than the sum of it’s parts. On paper, it should not be so good. Backbone frame, bent intake path…these are concepts from the ’70s. On the road though, it all comes together magically. I didn’t think the 270 twin would be a big deal; I was wrong. It sounds great and puts power down in a smooth flow. In my nostalgia, I’ve been wanting to grab an old CBR600F2 or F3 for the sportiness and ergos. Frankly, I think the 8R may hit what I want out of that old GOOF2 idea better.
I starting considering the 8R when looking at bikes for my kid, a new rider. Hold on…it’s hard to find a good bike for a 250lb, 6’3″ powerlifter. Sub 500 bikes are *not* made for full size riders anymore (I swear my old GS500 was twice as roomy as a Ninja 4/500. Strongly considered the Ninja 650…but when the miney had to go, the Suzuki got the pick. One of my bikes had to make way. I rode my VFR1200F 3 and a half hours and returned with the 8R. The 8R didn’t miss a beat on the return trip and the ergos are fantastic. The airflow management through/over the fairing is good; one of very few times ‘airflow management’ seemed to have been an actual engineering job vice marketing job by a manufacturer. The VFR definitely gave me a bigger bubble of shielded air, but the 8R cut smoothly enough that it was very pleasant to cut time in the highway with. I haven’t minded putting breakin miles in the 8R at all 😉 The suspension, for all the non adjustability, really is that good. After 6-12 months, I’ll get the forks re-sprung more appropriately for a heavier rider, as well as the shock. As it is though, with a few clicks on the shock, the bike just flows on the road at a decent pace, rough or smooth. The modes and Traction control: these are what locked this bike as being ‘ok’ for my particular beginner. There is a huge range in performance and rider feel at the throttle. maxed out in full TC and softest mode, it is a very soft and gentle bike. It is still fun, but it is much relaxed and forgiving if a hamfist. Go the opposite way, hardest mode and TC least or off, and the bike feels like a nice exciting street twin. Sound and responsiveness are on it and it is a blast. Frankly, with the 270, it reminds me of a smaller, better version of my old Ducati ST3, as far as motors go. So, in closing, it probably looks like I like the 8R. Yeah, I suppose I do. It’s also a perfect beginner bike…for 6’+ / 190+ riders. But it’s not a beginner bike; room to grow for miles in capability. I remember after a few months with my GS500(which I loved), I was wishing for a little more everything. I sport rode, toured long distance, and burned fire roads on that thing. I remember thinking that maybe, if I had gotten a VX800(remember those?), I might not be feeling the itch(that culminated with me in a brand new release blue RF600R). The 8R is the bike I really wanted back then.
A thoughtful and well-expressed piece, helpful I’m sure to anyone considering a Suzuki GSX8R.
My reason for comment is that yes, I remember the VX800 with considerable affection. We had two in the US which sadly were destroyed in a house fire in PA, and I had two in succession in the UK. A nice friendly bike that handled like a laden barge but was ideal for a relaxed meander in the countryside.
“The 2025 GSX-8R carries a U.S. MSRP of $9,669.” This being 2024, that $9,669 is equivalent to $1,636 in 1975 dollars, when some of us were just getting into bikes. That’s not a bad price for a well balanced bike, were it offered in 1975. Hats off to modern technology and to Asia manufacturing costs (if not to American jobs).
There are more American jobs involved in marketing, importing, warehousing, distributing, managing, financing, selling, servicing, and tuning a Japanese motorcycle than there are in manufacturing a Japanese motorcycle.
I’ve been waiting for this review for months – and it didn’t disappoint. The -8R does seem to hit a sweet spot in the market place.
I’ve seen that an ECU remap, with an airbox and slip-on swap can release significant power from the engine. I’m hoping that these updates are part of your modification plans.
Congrats on the new purchase – it does say a lot about the bike.
I Really like the smooth look and contiguous yellow fairing bits and pieces. No goofy styling folds, edges, creases, and changes in air flow. Rear fender looks flimsy and almost non-functional, and of course the seat is OK for being locked into one position only. The reality of a vertical twin taking up the least room and mass loading the front makes for a compact bike. Nice bike.
Wonder what mods are in Dircks notebook.
No, this is not a duplicate comment.
I am very interested in this bike too. I was looking at the V100 Mandello to replace my K75S but have some reservations about a new Guzzi design and the associated cost. I was sad that Yamaha never offered the Fazer-8 in the US and the Tracer-9 is too tech-laden and upright for my preferred forward leaning bias. I haven’t found many twin cylinder engines I like either but have heard some surprising positive feedback about the Suzuki 800. It’s good to hear it doesn’t have that familiar buzz that’s so annoying.
Looks a promising bike for road use. Horsepower?
The Suzuki 800 makes something like 82 hp and this bike supposedly has a wet weight just over 450 lb. These aren’t impressive numbers but the bike is still more capable than anyone that will ever ride it. I look at this bike as more of an all around bike, like the SV650, not a sport bike. That’s why it’s interesting.
Viewing a dyno chart of this engines numbers reveals very strong performance in the rev ranges where people usually ride on the street (torque @ 3krpm is similar to max torque on a 600cc SS bike). If it spun up a few thousand RPM more, it could post a higher max hp (Which is how most high performance engines get there) but it would likely sacrifice most of what the review is praising in the article.
As another poster above points out, this engine is extremely responsive to bolt-on improvements. An exhaust, an airbox mod (basically remove the air filter cover+snorkels) and a $300 ECU flash brings this bike to ~90rwhp without giving up any of that other goodness.
This platform sounds better and better the more I read about it.