SUZUKI GSX-8S (2023 - on) Review

Unadjustable cartridge forks and a basic monoshock with preload adjustment only is typical for the class: aside from altering the spring preload depending on rider/pillion/luggage weight, you’re stuck with Suzuki’s settings.

They have opted for firmer settings than most bikes in this class, which gives it more feel and stability in a variety of situations, and the support you need for harder rides too. They aren’t perfect – the price of the components and the need to compromise makes that a given.

The shock is firm on the compression stroke, but more loosely damped on the rebound side. High-speed bumps and ripples tend to give you a double-hit to the backside, as it responds slowly to the hit and then springs back quickly.

On smoother roads and twistier sections you’ll appreciate the balanced feel and support from both ends, especially in comparison with the Hornet and MT-07 which are softer in broad terms, and get overwhelmed sooner.

The Suzuki has the longest wheelbase and the highest weight in its class too, which also assists in making it feel more stable. The extra mass doesn’t really feel like a penalty, as it’s carried low, with great control afforded by the riding position too.

Radial Nissin four-pot brakes are the same as the Hornet, and they’re just as good on the Suzuki. Initial bite is gentle, allowing fine control at slow speed or on wet roads, with good feel and strong power the more you pull the lever.

Damp roads and slippery surfaces on the launch in southern France weren’t enough to invoke an ABS response: testament to the suspension action as well as the control afforded to the rider. And that’s on OE Dunlop Roadsmart 2 tyres, which lack feel (especially when cold), and never instil real confidence. The rest of the chassis is good enough to exploit better rubber.

The 776cc engine is designed very specifically for this application (and the V-Strom 800DE): there’s no carryover from the GSX-R family, no talk of ‘MotoGP technology’, as with others.

It’s comparatively long-stroke, with smaller-bore throttle bodies and longer intakes than you may expect to see on an engine of this size, and details like the side-draft inlets appear to be an anachronism, when you consider down-draft inlets have been the norm from the mid-1990s on most semi-sporty engines.

Those atypical design choices give it a unique feel and quality among similar parallel-twin engines, which are revvy with a flatter power delivery. The GSX-8S behaves more like a V-twin than any other parallel with the same crankshaft phasing – it feels gutsy from as low as 2000rpm, with strong drive from around 3500rpm through to 7500rpm, before tailing off.

Well-chosen gear ratios mean you usually have a choice of gears in most circumstances, able to drive out of bends or pick-off traffic without too many changes.

Suzuki developed a twin balance shaft layout for this engine, with one for each cylinder running at 90° to each other in front and below the crankshaft, where other parallel twins have a single shaft with the counterweights for both piston assemblies on it.

Suzuki claim this layout counteracts primary/secondary balance issues inherent in parallel twins with this firing pattern, but the separate shafts positioned as such offer an extra degree of vibe reduction they believe is worth the sacrifice in weight, complexity and mechanical drag.

But this engine hasn’t been designed for applications where peak performance is critical, and those factors would be limiting. Instead, the smoother running allows you to better exploit the flexibility – you can leave it in sixth gear, and let it drop as low as 2000rpm and 30mph or so, without any shuddering or stalling – it’ll pick up and drive nicely.

It's well-mannered and unintimidating for inexperienced riders, but the impressive punch also makes it entertaining for motorcyclists with a few more miles under their wheels, and makes it a strong performer at sensible speeds… or nearly sensible, anyway.

The performance is underpinned with good manners – it has a choice of three torque maps, which amount to wet/slippery conditions (C), general riding (B) and sportier/fun use (A).

C-mode is almost redundant – while it does soften torque delivery for most of the rev range, the throttle response in B-mode is manages to be more direct without being snatchy or unmanageable. The motor’s natural connection and traction still allowed us to proceed in confidence on cold, greasy roads without invoking the traction control.

A-mode is a pleasant surprise – it’s the most urgent and feels of particular benefit on spirited rides using fourth to sixth gear, where thrust is naturally tailing off and you most feel the benefit of more direct reaction to the twistgrip. But unlike many ‘full’ power modes it doesn’t come with snatchy, unpleasant response, even from a closed throttle. It’s a further indication of the thought that has gone into the whole package.

Fuel economy is good – the launch involved a lot of empty, winding mountain roads and riding generally not conducive to economy, yet it still showed 46mpg on the dash. We didn’t fuel the bike ourselves, so we couldn’t verify the accuracy, but it’s a good indication that the GSX-8S isn’t thirsty.

The Suzuki GSX-8S engine is all new, and shares nothing with any models that went before. Only the V-Strom 800DE developed and released in parallel uses the same engine, main frame and other minor fittings.

Given the engine is not in a high-revving, high-stress state of tune, it seems unlikely that it will be prone to failure. Detail and design is good – some of the metal finishes and casting quality is best described as basic, but it’s not unexpected in this part of the market.

To find out what its reliability is really like, we're running a Suzuki GSX-8S on the MCN long-term fleet in 2023. Dan Sutherland is its custodian and so far he's done all sorts, from track days, to visiting the Isle of Man, to fitting a new (louder) exhaust.

The Honda Hornet, MT-07 and KTM 790 Duke have similar visible signs of how the manufacturers have achieved a combination of moderately-high specification and an attractive price.

At launch, the Suzuki had the same £7999 RRP as KTM’s reintroduced Duke 790, which offers a sportier tune but doesn’t have a quickshifter at that price.

Yamaha’s MT-07 was £400 cheaper, but the Suzuki’s more sophisticated, higher-performing package fully justified the extra. Triumph’s Trident 660 began at £7895, offering a higher standard of build, though no more features or performance.

The Suzuki faced the greatest competition from Honda’s Hornet, which was £6999 (plus £250 for a quickshifter to level the equipment sheets. The GSX’s more assured handing and torquey motor are compelling, but the Honda’s significant price advantage was almost impossible to ignore.

But it’s common for dealers to offer attractive deals on Suzukis, and the Honda’s price is so good, it may not be sustainable in the longer run – time will tell if the Hornet will continue to make a strong case for itself based on value.

The Suzuki's price rose a little to £8199 later in 2023.

WATCH: Spending 2023 with the Suzuki GSX-8S

An up/down quickshifter is standard fit, as are upside-down forks, an easy-to-read five-inch TFT instrument panel and radial calipers. That’s really as far it goes in terms of standard-fit goodies – the nature of the class means fully-adjustable suspension, highly-sophisticated electronics and the like simply aren’t feasible.

The GSX-8S doesn’t instantly feel lacking, or cut-price in any area: by that measure, you could consider it relatively well-equipped.

There are myriad aftermarket accessories available for it too.

During his long-term test, Dan fitted an Akrapovic exhaust to his bike to make it sound a little more interesting and lot louder...