2024 Suzuki GSX-8R

[Hugh Janus]

The 2024 Suzuki GSX-8R lineup. (Suzuki/)

Ups

• Higher-spec suspension (compared to the the GSX-8S) carries the 8R from street to track with aplomb.
• Full fairing provides smooth airflow over the rider’s helmet.
• Nearly $2,500 less than a GSX-R600.

Downs

• Heavier than some of its competitors.
• Yeah, it’s a sportbike, but not as much performance as inline-four middelweights.

Verdict

Based on the GSX-8S middleweight streetbike, but with higher-spec suspension and a full fairing, the GSX-8R is a reasonably priced sportbike that’s far less uncompromising than Suzuki’s GSX-R race-reps. But “less uncompromising” doesn’t equal “compromised.” A rewarding ride on street and track, the 8R does justice to its famous GSX lineage.

Overview

Japanese manufacturers have long built affordable, sensible sportbikes to sit alongside their purebred race-replicas. It made good sense in the ‘90 and ‘00s as sportbike popularity was at an all-time high. Suzuki alone filled showrooms with fully faired also-rans like the Katana and RF lineup. Using more modest materials and components and less than full-fat engines, to some, they felt both different-than and less-than the GSX-R lineup. While they may not have inspired the same kind of unbridled passion that comes with uncompromising performance, they had a real place in the marketplace.

These days, the popularity of sportbikes has significantly dwindled, which gives manufacturers the opportunity to flip the script on the category, which is exactly what Suzuki has done with the new-for-2024 GSX-8R, the fully faired version of its GSX-8S middleweight streetbike. It ditches clip-ons for bar risers, its lowish footpegs don’t lodge your heels in your glutes, its suspension is tuned for road-going braking forces and less-than-perfect road surfaces, and its torquey engine is fun without having to be bounced off the rev limiter. But rather than coming across as less than a GSX-R, it capitalizes on its manifest differences. It’s a twin, first of all, so everyday-fun can be had at everyday-rpm. Ultimately, it’s just not trying too hard to be something it’s not. Less focus means more versatility. So if you can label Suzuki’s GSX-8R as “sportbike-plus” rather than “sportbike-lite,” and approach it with an open mind, it’ll surprise you with its sport-riding and trackday capability.

In the January 1994 issue of Cycle World, we said of the RF600R: “Suzuki has built a well-priced machine that shows style and intelligence, understanding that not all 600-class buyers are 17 years old and set on being the next Kevin Schwantz. It’s a good motorcycle—a very good motorcycle—that deserves an audience.”

The same can be said of the new GSX-8R, but its capability also shows just how far technology has advanced in 30 years. Because if you are 17 (if only in your mind) and still want to be Kevin Schwantz, the 8R’s saddle is a legit place from which to dream. The thing can go around a track, that’s for sure. As proof, Suzuki has even homologated the GSX-8R to race in the MotoAmerica Twins Cup.

Updates for 2024

The GSX-8R is all-new for 2024, but heavily based on the GSX-8S. The 8R is available in three colors: Metallic Triton Blue, Pearl Ignite Yellow, and Metallic Matte Sword Silver.

Pricing and Variants

The GSX-8R is available for $9,439—just $440 more than the 8S. Other than the obvious exterior differences between the 8S and the 8R, the most significant change is the suspension. The S model uses KYB units front and rear, while the R model harnesses a nonadjustable Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes and 5.1 inches of travel. At the rear, the 8R uses a preload-adjustable Showa shock. The 8R also ditches the naked bike’s one-piece handlebar for bars that mount to the top of the triple clamp.

Competition

The GSX-8R’s biggest competition is from Japan. First, Yamaha. Just as the 8R is based on a naked bike, Yamaha used its popular MT-07 as a starting point for the YZF-R7, which shares a name—and nothing else—from the ultra-trick homologation special from the ‘00s. Comparably priced at $9,199, the R7 uses a smaller-capacity 689cc parallel-twin engine paired with a slipper-assist clutch. While the R7 has the upper hand in the weight department, weighing a substantial 38 pounds less than the GSX-8R, it doesn’t have any electronic rider aids and a quickshifter doesn’t come standard.

Kawasaki’s Ninja 650 is available in ABS ($8,899) and non-ABS versions ($8,299–$8,499). The Ninja 650 has a TFT dash, available ABS, and traction control, but makes do with conventional fork and lacks some of the rider aids that set the GSX-8R apart (e.g., quickshifter and ride modes). The Ninja weighs in at a claimed 421–423 pounds which, like the Yamaha, is significantly lighter than the Suzuki, but it also has a smaller-capacity engine.

For $700 more than the GSX-8R, Honda’s CBR650R gets two additional cylinders. The only four-cylinder of the bunch, the CBR is also the most expensive. Like the Suzuki, it uses 41mm Showa SFF-BP (Separate Function Fork - Big Piston) units. With ABS and basic traction control, the Honda is on par with the Kawasaki in the electronics department, but lags slightly behind the Suzuki.

New from Triumph, the Daytona 660 uses a proven three-cylinder engine that produces a claimed 94 hp and 51 lb.-ft. of torque—a bit more ponies and a bit less torque than the Suzuki. The Daytona is equipped with a ride-by-wire throttle and has three ride modes that adjust throttle response, traction control, and ABS. Its dash employs a small TFT display set within a larger LCD gauge that’s a useful blend of state-of-the-art and affordability. Showa SFF-BP fork and a preload-adjustable Showa rear shock, similar equipment to what the Suzuki and Honda use, are appropriately paired to the bike’s intended use. At $9,195, it’s less expensive than the Suzuki, and carries a certain cachet that comes with the Triumph badge, which some riders will prize.

Aprilia’s RS 660 should be mentioned because it has friendly ergos and a parallel-twin engine like the Suzuki, Yamaha, and Kawasaki, but its higher price ($11,549–$13,499) elevates it into a different stratosphere—technically and on the road. Higher-spec components, more advanced electronics, and a more performance-oriented engine would give it an unfair advantage in this group. Lest we go too far down the rabbit hole, we’ll forgo mentioning the $15,495 Ducati SuperSport.

If the letters “GSX” are of special distinction to you, the 8R should have loads of appeal. Its supersweet engine and just-right blend of capability definitely make it a front-runner in this packed category.

The central LED headlights and fairing intakes share a strong family resemblance with decades of GSX-Rs. (Suzuki/)

Powertrain: Engine, Transmission, and Performance

The GSX-8R uses a version of Suzuki’s new 776cc parallel-twin engine that debuted on the GSX-8S naked bike and V-Strom 800DE adventure-tourer. Suzuki claims it produces 81.8 hp at 8,500 rpm and 57.5 lb.-ft. of peak torque at 6,800 rpm. The inherent advantages of the parallel-twin configuration include having fewer parts count and a more compact layout than a V-twin. Like its competitors, it uses a 270-degree crank that gives it some V-twin-like character.

Suzuki should be applauded for building a silky smooth engine. Across the rev range it remains incredibly smooth; cruising in top gear at 5,000 rpm (about 75 mph), the engine transfers virtually zero vibrations to the rider through the footpegs or handlebars. The engine’s tractability and broad power make it ideal for blasting out of corners or for pulling away from stoplights. The combination of Suzuki’s Low RPM Assist System that increases engine speed a touch when pulling away from a stop, assist and slipper clutch, and tractable engine make stop-and-go traffic worry-free. In general, the engine is an example par excellence of what makes these modern parallel twins so good.

Regular track riders may require higher rearsets to improve cornering clearance, but most road riders will appreciate footpeg placement that maximizes comfort. (Suzuki/)

Chassis and Handling

The GSX-8R’s chassis is nearly identical to the GSX-8S naked bike, but uses higher-spec suspension. While the 8S wears KYB units front and rear, the R model uses a nonadjustable Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes and a preload-adjustable Showa monoshock in the rear.

On the road, the setup, which is far more basic than what 600 supersports use, still provides consistent damping that handles bumps well while being firm enough to keep the bike from blowing through the suspension travel when the rider is pushing on. Handling is light and predictable with good communication from the front end, like you’d expect from Suzuki. Despite weighing in at a relatively heavy 452 pounds (the Yamaha YZF-R7 is 414 pounds and the GSX-R600 is 412 pounds), the 8R is well balanced and hides its weight. It remains responsive midway through corners, and remains super stable just about everywhere, which boosts confidence on the street and track. It may not be as natural a trackday companion as a GSX-R, but the thing will do it—and for a lot less than a Gixxer.

The license plate bracket carries the taillight so it will be difficult to add a tail tidy to clean up the rear end of the bike. (Suzuki/)

Brakes

The GSX-8R uses Nissin four-piston radial-mount calipers up front with a pair of 310mm discs, and a single-piston caliper and 240mm disc at the rear. It’s a solid package that gives good power and predictable bites.

Fuel Economy and Real-World MPG

We’ve yet to get fuel-mileage figures on the GSX-8R.

The cockpit is pleasantly sparse. (Suzuki/)

Ergonomics: Comfort and Utility

Suzuki spent its time developing the 8R’s aerodynamic fairing in the wind tunnel and it shows. On the racetrack, tucked behind the bubble, the rider’s helmet isn’t buffeted by unwanted turbulence, even at triple-digit speeds. On the street, the rider is protected by a pocket of clean air that lets the rider enjoy the supersmooth engine.

Unlike full-on sportbikes, the 8R’s ergos are humane and relaxed. Instead of a sportbike’s low clip-ons, the 8R’s handlebars mount to the top of the triple clamp, so even around town when there’s not enough wind to support the rider’s torso, they can still feel at ease because of the far more upright position. While the riding position is more leaned over than the 8S, it’s by no means Gixxer-like. Plus, the footpeg position is identical to the 8S, which is, well, a naked bike. If a GSX-R has the legroom of a cheap economy seat, the 8S and 8R give you room to stretch out, exit row-style.

For added utility, Suzuki’s accessory catalog offers soft side cases.

The TFT dash makes it easy to change ride modes. (Suzuki/)

Electronics

The GSX-8R has three ride modes that adjust throttle response and power delivery, and four-level traction control. ABS and a bidirectional quickshifter come standard. Ride modes aren’t lean-angle-sensitive, which is appropriate in this category. The 5-inch TFT dash is intuitive to use. It’s also equipped with LED lighting. Additional features include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds.

Warranty and Maintenance Coverage

There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

Quality

Suzuki is known for building reliable motorcycles and the 8S is no exception. Fit and finish is typical Suzuki, which is to say, function is prized over form. No complaints here.

2024 Suzuki GSX-8R Specs

MSRP:	$9,439
Engine:	DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl.
Displacement:	776cc
Bore x Stroke:	84.0 x 70.0mm
Compression Ratio:	12.8:1
Transmission/Final Drive:	6-speed constant mesh/chain
Claimed Horsepower:	81.8 hp @ 8,500 rpm
Claimed Torque:	57.5 lb.-ft. @ 6,800 rpm
Fuel System:	Electronic fuel injection w/ 42mm throttle bodies, ride-by-wire
Clutch:	Wet, multiplate; cable actuation
Frame:	Steel tube w/ bolt-on trellis subframe
Front Suspension:	41mm Showa SFF-BP inverted fork; 5.1 in. travel
Rear Suspension:	Showa monoshock, 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 x 3.5 in./17 x 5.5 in.
Tires, Front/Rear:	Dunlop Roadsport 2; 120/70-17 / 180/55-17
Rake/Trail:	25.0°/4.1in.
Wheelbase:	57.7 in.
Ground Clearance:	5.7 in.
Seat Height:	31.9 in.
Fuel Capacity:	3.7 gal.
Claimed Wet Weight:	452 lb.
Contact:	suzukicycles.com

Source

[Pedro]

It's funny when there's a segment of motorcycles in which if you buy a used 10 or 15 year old bike you get more performance and better engineered engines than if you buy a brand new one.

[JustaPor]

19 minutes ago, Pedro said:

It's funny when there's a segment of motorcycles in which if you buy a used 10 or 15 year old bike you get more performance and better engineered engines than if you buy a brand new one.

I would say that the main reason is the climate change and pollution restrictions.
This is why there are currently much more twin cylinder bikes than before. 
Less cylinders, less pops and bangs, less pollution = less power (most of the times).