2023 Suzuki GSX-8S First Ride

[Hugh Janus]

Suzuki’s parallel-twin-powered GSX-8S is an affordable, fun naked that is equally at home in the city or in the twisties. (Julien LaCroix/Suzuki/)

For decades Suzuki’s sportbike offerings have been predominantly powered by one engine configuration, the inline-four. And you can’t think of the Hamamatsu-based company and not talk about its most famous line of motorcycles, the GSX-R series, which have always had inline-fours in them. Of course, there have been other Suzuki sportbikes along the way that have used twins, like the TL1000s, SV1000s, SV650s and Gladius, but those models have always just played a supporting role to the favored sons, the Gixxers. But times are changing, not just for Suzuki, but for motorcycling in general, as the modern age of the parallel twin has truly arrived. And while it may have taken Suzuki a little bit longer to get the memo and develop this new platform, it was well worth the wait.

New platform, new model, and totally modern and up to date; the GSX-8S is surely not the last machine we’ll see based around this engine. (Julien LaCroix/Suzuki/)

As the smallest of the four Japanese motorcycle companies, Suzuki has been guilty of being conservative, hanging on to platforms with very minimal changes for years on end. Just take a look at the company’s RM-Z450, which gets ribbed for being the last 450cc competition motocrosser on the planet without electric starting. But there are some things that even Suzuki can no longer dodge, like the tightening of emissions standards that is making high-revving fours more and more difficult to meet those requirements, changing consumer trends, and slimmer profit margins.

As Kevin Cameron pointed out in his deep dive into the GSX-8S’ new engine that it shares with the V-Strom 800DE, the parallel-twin configuration addresses all of these issues and quite a few more. But the most exciting news is the fact that we get a completely new Suzuki sportbike for the first time in ages—even though the company categorizes it in its “Street” lineup. We think of the GSX-8S as Suzuki’s answer to middleweight streetfighters like the Yamaha MT-07, KTM 790 Duke, Honda Hornet 750, Triumph Street Triple 765, and Aprilia Tuono 660.

Engine

No matter how you slice it, the big news here is the brand-new engine. This fully modern DOHC eight-valve parallel twin displaces 776cc with 84.0 x 70.0mm bore and stroke measurements, which is a departure from the trend of pursuing ever shorter strokes and larger bores in an effort to win on racetracks around the world. The goal with this new twin is to provide usable, easily accessible power for real-world riding so a 270-degree crankshaft configuration is employed, which Suzuki says provides a similar delivery to the 90-degree V-twin in the SV650, but with some extra oomph. The spacing of the power pulses are said to enhance traction while also giving the engine very good low-end delivery. In an effort to keep vibration to a minimum there are a pair of counterbalancers—called Suzuki Cross Balancer Technology—configured in a very compact manner with one shaft just forward of the crank and the other directly below.

Suzuki Cross Balancer Technology places a pair of balance shafts, driven off the crankshaft, in a very compact arrangement. (Suzuki/)

The engine is fed by a pair of 42mm throttle bodies and two 10-hole fuel injectors, which are in turn provided fresh air from a 6.0-liter airbox that is located completely under the rider’s seat in an effort to create a slim chassis layout. The intake tracts and throttle bodies enter the cylinder head in a horizontal layout as opposed to a steeper downdraft configuration, which if you squint and also look at how the frame wraps over the top of the engine reminds us of a 1989 GSX-R750 Slingshot. Just need to polish that frame for the full retro vibe! Exhaust gases pass into a 2-into-1 stainless steel system with a high-flow dual-stage catalytic converter and then into a stubby little under-engine silencer. Claimed output for the engine in the 8S is 81.8 hp at 8,500 rpm, and 57.5 lb.-ft. of peak torque at 6,800 rpm.

The brand-new parallel-twin engine, which is shared with the V-Strom 800DE, puts out 82 hp. (Julien LaCroix/Suzuki/)

Power is fed to the rear wheel via a six-speed transmission and the cable-actuated Suzuki Clutch Assist System (SCAS), which provides both lighter pull at the lever and also slipper functionality.

Electronics

Like just about every modern motorcycle, the GSX-8S comes with a suite of rider aids, to provide the rider with options to manage power output and traction for a variety of conditions. Suzuki loves acronyms, and a ton can be found here. The Suzuki Intelligent Ride System (S.I.R.S.) incorporates three primary systems, the Suzuki Drive Mode Selector (SDMS), Suzuki Traction Control System (STCS), and the Bi-directional Quick Shift System (QS). The modes are managed by a ride-by-wire electronic throttle system.

Rider’s view of the cockpit. (Suzuki/)

Starting with SDMS, there are three modes: Mode A (Active), which is the sportiest of the modes and provides crisp and aggressive throttle response; Mode B (Basic), which is a bit smoother and not as sharp; and Mode C (Comfort), which provides the most linear and mellow response, the latter of which is ideal for low-traction situations such as rain-slicked roads. There are three levels of traction-control intervention, and then Off. Mode 1 allows the least intervention with a degree of rear-wheel spin, while Mode 3 is the most aggressive and allows minimal rear-wheel slip, while Mode 2 is right in between. Both the mode settings and the TC settings can be accessed on the fly via the left-handlebar-mounted switch, which brings us to the new TFT display.

Suzuki’s full-color TFT display, provides all the necessary information, is easy to navigate, and is bright and glare-free in almost all riding conditions. (Julien LaCroix/Suzuki/)

Unlike the GSX-8S’s stablemate the GSX-S1000, the 8S comes with a brand-new 5-inch full-color TFT LCD display. The display has a pair of lighting modes: Day mode (white background) and Night mode (black background); this can be set to automatically change based on ambient light or can be manually set to personal preference. Displayed information includes a large tach, digital speed display, gear-position indicator, SDMS and TC indicators, fuel level, odometer, engine temp, clock, and battery level. The tachometer can also be custom set to flash at a preset engine speed, like a shift light.

The GSX-8S’ mono-focus headlights. (Suzuki/)

All lighting is LED with a pair of stacked mono-focus headlights, a pair of position lights on the upper cowl, and turn signals. Instead of an old-school wiring harness, the 8S utilizes CAN bus system.

Chassis

Anchoring the 8S’ chassis is a backbone-style steel frame that wraps over the top of the engine in a manner well familiar to fans of late-’80s and early ‘90s GSX-Rs. Attached at the rear is a steel subframe supporting the rider and passenger seats. The swingarm is an asymmetrical aluminum unit. Chassis geometry numbers read 25 degrees of rake with 4.1 inches of trail, while the wheelbase spans 57.7 inches. The rake and trail are identical to the current Suzuki SV650, while the wheelbase is about three-quarters of an inch longer on the 8S. Wet weight is a claimed 445 pounds, and about 8 more than the SV650 ABS. Seat height is set at 31.9 inches.

With the bodywork, seat, and tank removed, you get a much better look at the GSX-8S’ chassis. (Suzuki/)

Up front is a 41mm KYB inverted fork with 5.1 inches of travel, but no provisions for adjustability, while the linked KYB shock offers only preload adjustment. In the brake department, there are a pair of radial-mount, four-piston Nissin calipers with 310mm discs up front, while a single-piston caliper of the same make pinches a 240mm disc at the rear. ABS is included as standard. Attractive, color-matched, cast aluminum wheels are mounted with Dunlop RoadSport 2 rubber in 120/70-17 and 180/55-17 sizes front and rear respectively.

Nissin radial-mount, four-piston calipers hang on a 41mm KYB fork. Cast aluminum wheels wear Dunlop RoadSport 2 tires. (Julien LaCroix/Suzuki/)

Ergonomics are upright with a tall, tapered, matte-black aluminum handlebar. The front brake lever is span adjustable, while the cable-actuated clutch is not. Aluminum footpegs are attractive and offer a sporty yet comfortable position, but more on that in our riding impression below.

Ergonomics are upright and comfortable, while wind protection is minimal. (Julien LaCroix/Suzuki/)

Riding Impression

If you want to test a streetfighter on its home turf, you’ve got to head overseas to Europe, where nakeds have ruled for decades. The French are particularly fond of this style of bike, so we found ourselves on the Côte d’Azur near Nice for a day riding northwest into the mountains toward the village of Castellane sitting on the Verdon river. Over the course of the day we’d rack up around 140 miles of fast twisty roads, with some tighter switchback hairpins thrown in for good measure. But first we’d need to escape the confines of the city.

Our riding took us northwest of Antibes into the mountains for some really fun twisty roads. (Rever/)

Heading out from our hotel in Antibes, we instantly were thrown into the chaos of early morning congestion, a million roundabouts, and trying to keep a large group of us from getting lost. But what this instantly communicates is what a great city bike the GSX-8S is. To get familiar with the engine, the B SDMS mode is perfect. This mode offers slightly less aggressive throttle response than the A mode, which means smooth fueling around town in stop-and-go traffic. With anything but clean pavement in sight, STCS was put into Mode 2, offering a good compromise on the diesel-slicked streets. In this urban environment, the 8S’ engine is awesome, power is always accessible with strong bottom-to-midrange torque on demand. If you need to squirt around a parking car or get through a light before getting detached from the group, just gas it and go, downshifts are purely optional.

Roads on our route ranged from smooth and fast, to tight, twisty, and bumpy. Overall a good test of the 8S’ chassis. (Julien LaCroix/Suzuki/)

Once the city was behind us, we started getting into villages on the outskirts of the city, but were still not clear of crappy roads, construction, and messy roundabouts. Sticking with the same settings seemed like a good idea until things opened up, and besides, the roads had yet to dry from some overnight showers. Our first photo shoot was just beyond the village of Gréolières, and it was here that the roads turned billiard-table smooth and dry. Time to let this thing eat! A mode selected and TC off, because you never know when a wheelie is in order. Most of the roads the rest of the day were third and fourth gear with the occasional straightaway asking for fifth. Although the engine is amazingly flexible and doesn’t require a ton of rowing through the gears, the quickshifter is totally dialed, with crisp shifts up or down through the gearbox. At lower rpm and dropping down to first, a little dip of the clutch makes the shift perfectly smooth and less herky-jerky, but isn’t necessary if you’re feeling lazy.

Revving this parallel twin out like a 600 supersport really isn’t necessary and actually not as efficient. Keeping the engine in the fat part of the torque is much more rewarding and keeps the 8S chugging along at a nice clip. Power up at the very top of the range definitely starts to fall off approaching redline, so there’s not really a whole lot of use abusing it that way; just grab the next gear and enjoy.

As the day progressed and the pace picked up we got a full understanding of the 8S’ handling and suspension. At normal and sane speeds, on smoother roads, there is very little to complain about. The 8S is stable through fast transitions and yet flicks into hairpins with ease. The upright handlebar provides plenty of leverage to get it turned quickly.

Despite suspension without provisions for damping adjustment, the 8S does a good job in most riding situations we encountered. (Julien LaCroix/Suzuki/)

When rougher sections of road are encountered the bike’s shock is put to the test. Although the stock settings are a bit on the soft side, they are actually ideal for keeping it cush in the bumpier sections. The only complaint would be that without provisions for compression and rebound damping, the only option would be to add more preload, which does not in any way improve the shock’s ability to manage sharp hits and then quell the rebound. But when you take into consideration the bike’s reasonable MSRP, you have to forgive it and move on. And while the shock seems to get overwhelmed at times, the KYB fork does a good job not only tackling those bumps, but helping the front end provide good feedback to the handlebars.

If there is an area that is almost forgettable, it’s the brakes. In this context that’s a compliment. Modern sportbike brakes are excellent, and the Nissin units on the 8S are no exception as they do the task asked of them without any fanfare. Feel at the lever is progressive without feeling edgy, while power from the front is up to the task of easily shedding speed at any rate. Nothing fancy here, just solid stoppers.

A big advantage to a parallel-twin engine is how compact and slim it makes the chassis, especially with the backbone frame. (Suzuki/)

When it comes to ergonomics and nakeds, it’s pretty straightforward what you’re getting. The only wind protection is provided by the small TFT display, which is to say it’s minimal. But what’s important here is the riding position. First of all, the seat height is about an inch higher than that on the SV650 at 31.9 inches, but that’s also a half an inch lower than KTM’s 790 Duke and almost identical to Yamaha’s MT-07. For this 5-foot-11 tester, the seating position is very neutral, with an almost perfect 90-degree bend at the knees and the arms reaching out to the bars on a flat and level plane. That means good all-day comfort with virtually zero stress on the wrists. The seat itself is firm but comfortable, while the bike feels very slim between the legs.

Conclusion

It’s not very often that a brand-new Suzuki platform and models come along, so this is an exciting motorcycle for the company. More importantly, being a new platform, the GSX-8S is fully modern in every regard, from the engine, to the electronics, to styling, and so on. It’s a platform that Suzuki will be able to leverage for years to come. Could we see a fully faired model to compete against the likes of Yamaha’s YZF-R7 and forthcoming R9? A larger-displacement version? The thought of those is mouthwatering.

At $8,849, the Suzuki GSX-8S is competitively priced against the middleweight streetfighter competition. (Julien LaCroix/Suzuki/)

As for the GSX-8S, at $8,849 (for all three colors, including Pearl Tech White, Pearl Cosmic Blue, and Metallic Matte Black No. 2/Glass Sparkle Black) it sits right in between the $8,199 Yamaha MT-07 and $9,799 Yamaha MT-09, and lower than the Euros like the $9,199 KTM 790 Duke or $9,995 Triumph Street Triple 765.

Our testbike was Pearl Cosmic Blue. (Julien LaCroix/Suzuki/)

Our complaints are few as stated above, the only real issue that we have with the 8S is the lack of damping adjustability on the suspension. Fit and finish is very nice, the TFT display is very easy to read, while menus are logical to navigate and modes easy to adjust. If you don’t love the sharp and angular nose of the bike, we can’t help you there, but overall the styling is nice and looks almost more attractive in person than in photos.

While the chassis has that one complaint hanging over it, the real star of the show is undoubtedly the engine, which impresses us on so many levels. It’s smooth, torquey, flexible, and is aided by a simple but very effective electronics package. The GSX-8S fully lives up to our expectations, and exceeds some others, and it’s nice to see Suzuki prove that there is plenty of fight left in the Hamamatsu brand.

A standard up-and-down quickshifter is included. (Julien LaCroix/Suzuki/)
The stubby exhaust silencer exits out of the under-engine chamber that contains the catalytic converter. (Julien LaCroix/Suzuki/)
The left-handlebar-mounted mode switch is easy to use and allows mode and TC changes on the fly. (Julien LaCroix/Suzuki/)
View of the aluminum swingarm and single-piston Nissin rear brake caliper. (Julien LaCroix/Suzuki/)
Seat height measures 31.9 inches. (Julien LaCroix/Suzuki/)
The three-position Stop-On-Start switch employs Suzuki’s Easy Start System, which allows you to hit the starter once and the engine will fire without your holding down the button. (Julien LaCroix/Suzuki/)
The GSX-8S is very nice, let us know when you build a fully faired version! (Julien LaCroix/Suzuki/)

2023 Suzuki GSX-8S Specs

MSRP:	$8,849
Engine:	776cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Bore x Stroke:	84.0 x 70.0mm
Compression Ratio:	12.8:1
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ 42mm throttle bodies
Clutch:	Wet, multiple disc
Engine Management/Ignition:	Ride-by-wire w/ multiple modes
Frame:	Steel tube w/ bolt-on trellis subframe
Front Suspension:	KYB 41mm inverted fork; 5.1 in. travel
Rear Suspension:	KYB shock, preload adjustable; 5.1 in. travel
Front Brake:	Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS
Rear Brake:	Nissin 1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum alloy; 17 in./17 in.
Tires, Front/Rear:	120/70-17 / 180/55-17
Rake/Trail:	25.0°/4.1 in.
Wheelbase:	57.7 in.
Ground Clearance:	5.7 in.
Seat Height:	31.9 in.
Fuel Capacity:	3.7 gal.
Claimed Wet Weight:	445 lb.
Contact:	suzukicycles.com

Gearbox:

Helmet: Arai Corsair-X Nakagami-3

Jacket: Alpinestars Altamira Gore-Tex

Pant: Alpinestars Alu Denim

Gloves: Alpinestars Celer V2

Boots: Alpinestars Faster-3 Shoe

Source