2024 Suzuki GSX-8S review

It looks a bit like a Katana and while it doesn’t go quite as hard, Suzuki’s 8S streetfighter is the essence of middleweight easiness.

It seems like years since we last checked out a Suzuki motorcycle. The car/bike maker pulled out of MotoGP a couple of years back to focus on electrification.

Following the update of the Hayabusa there was a product hiatus but eventually a couple of new middleweights debuted last year, the VStrom 800DE and the GSX-8S, both using a new 776cc twin-cam eight-valve long-stroke parallel twin.

Because of supply constraints, we missed out on a test ride of either. Those issues seem to be resolving and now we have a shiny new GSX-8S for ride evaluation.

Evidently Suzuki New Zealand secured a drop shipment from an overseas distributor and the rival for the CB750 (another we missed out on) and the Yamaha MT-07 HO is now available at $13,500 + ORC, a saving of $2500 off the regular price.

What is it exactly? Essentially you’d label it a streetfighter.

The look is of something lean and sporty, a naked bike with a stubby 2-into-1 muffler (the shortest yet on a Suzuki), a mass-forward aggressive stance and visible engine and frame.

Technical lights up front are stacked LEDs while the five-inch colour TFT screen keeps with the modern theme.

There’s a new frame for the GSX-8S but this bike is really all about the engine that ostensibly delivers controllable power from down low and free-revving performance at the top end.

It features a 270-degree crankshaft design, producing generous amounts of smooth, low-end torque. The crank also helps with primary vibrations.

There’s a 90 degree offset between the piston crankpins so when one piston is at the top or bottom the other is flatout mid-travel. Thus the acceleration of one is negated by the deceleration of the other, reducing tingles.

Adding to smoothness is Suzuki’s Cross Balancer, a new primary design that actually uses twin balancer shafts.

One sits in front of the crank, one below, both equidistant from the crank and driven by the same gear, which evidently results in a more compact engine layout. Each shaft cancels the vibrations of a single cylinder.

The compact mill generates 62kW at 8500rpm and 78Nm at 6800rpm. It is also Euro5 compliant. Overall wet bike weight is around 200kg, despite using a steel frame. Having an aluminium swingarm helps.

Suspension is by KYB, with fixed inverted forks up front, while the Nissin radial-mount monobloc brakes slow 310mm discs that are attached to cast aluminium wheels shod with Dunlop Sportmax Roadsport 2 rubber.

Electronics include a ride-by-wire throttle, three ride modes, and three-levels of traction control, along with an off setting. An assist and slipper clutch is standard.

There’s also a bidirectional quickshifter, along with Suzuki’s easy start and low rev assist system. All lighting is LED, while the fuel tank holds 14L of fuel and the seat height is 810mm.

The GSX-8S is available in blue, white and black hues.

Oozes easy performance

How does it actually go? Light and tasty about sums it up. Moving this around the garage there doesn’t seem much to it and indeed it scales up at 196kg with half a tank of fuel, almost evenly distributed.

We like the pastel grey with a matte finish that extends to the wheel rims, though the blue looks even more striking. In profile this reminds vaguely of the Katana, perhaps because of its plastic body extensions.

In pride of place is a central TFT screen, with right-sized numerals that are particularly sharp.

The lightness flows through to fuel use too, almost the entire time we rode it above 25km/L, meaning around 4L/100km or less.

That’s in part also because of its low down strength, pulling from just above 2000rpm without complaint and from 3000rpm with meaning. It’s doing an easy 4200 at an indicated 100, while 4500 is 110, a true 103km/h.

All without much in the way of vibration too, just a hint of high frequency buzzing but the mirrors stay clear. There’s little need to rev it out beyond 5000rpm to stay ahead of the tin tops.

It hauls away with proper authority from 100km/h when you wind on the gas, though is somewhat quicker for an overtake using second and third (2.2sec). It hits 100 right on its 3.8sec claim.

By comparison, its four-pot GSX-1000S relative takes just 3.1sec but that uses a superbike engine.

It’s somewhat unusual to find a quickshifter on a bike selling for this little. As is typical of the breed, the upshifts are sweet, the downshifts less so; we opted for the clutch instead.

Parallel twins with a 270 degree firing order are meant to sound like V-twins but they seldom do, and even with the stubby exhaust it’s clear this isn’t a 90 degree V2.

Who really cares though if they come in at under what a similar sized V-twin would cost?

One other aspect of the ride that merits mention is the effectiveness of the brakes. Midsized budget bikes of yore had typically wooden stoppers that kind of worked only if you grabbed the lever firmly and stood on the rear brake simultaneously.

Not this one; the radial stoppers up front do the trick entirely on their own, and the rear brake is just the icing on the cake.

As to the ride, it’s easygoing everywhere, but all comes together beautifully on winding roads, any change of direction easily achieved with a little bar and peg pressure, the GSX-8S carving tidy lines.

It even holds firm in bumpy corners.

If there’s any one area where it’s not entirely convincing that’s ride quality. There’s little in the way of adjustability here, certainly not up front but the USD forks do a sweet job.

There’s preload adjust at the rear and while not an easy task with a C spanner it is possible and improved things. Initially it felt a touch firm on the tush, accentuated by a seat that could do with slightly more foam.

But afterwards it was better. And the riding triangle is hard to criticise while ground clearance is generous, with no peg scraping despite trying. The standard Sportmax Roadsport rubber worked well in the dry.

A special mention for the simplicity of the ride; this has Suzuki’s quick start and antistall mechanisms, both of which work a treat. Moreover, changing engine or TC modes couldn’t be easier, including TC off when needed.

And once you’re done there, the same switch allows you to file through trip data, all easily visible on the high-res TFT screen.

It’s only the start of the year, the first day of autumn and already we’ve ridden a bobby dazzler of the highest order.

If it’s a middleweight standard you’re after for commuting and a spot of fun on occasion, you’ll not find anything much better than this for the money.

Those upgrading from LAMS machinery should check out this great value offering.

This story first appeared in the April 2024 issue of NZ Autocar magazine.