Source: Cycle World
Suzuki’s brand-new GSX-8R is a trackworthy parallel-twin-powered middleweight sportbike. (Kevin Wing/)When we rode Suzuki’s GSX-8S a year ago, we were impressed, but we wondered if a fully faired version of the motorcycle was on the way to compete against the other middleweight parallel-twin sportbikes from the competition, like the Yamaha YZF-R7 and Aprilia RS 660. Thankfully it was, and now, we’ve had the chance to ride it. Take everything we love about the 10 Best-winning S model, add a more protective fairing to break the wind, keep the same awesome engine, and you end up with perhaps Suzuki’s most versatile sportbike.Developed alongside the GSX-8S, there are now two sportbikes built around Suzuki’s GSX-8 platform. (Kevin Wing/)It’s no secret that we are currently in the middle of a new parallel-twin heyday in motorcycling. This format has been adopted by all four of the Japanese companies and a large chunk of European companies as well. There are many reasons for this, from lower manufacturing costs, to emissions, to simply a more user-friendly power delivery. No matter the reason, this engine configuration is here to stay for the future.The engine is the first new platform from Suzuki in a very long time. And while Suzuki was a little late to the party, there is no question that its new 776cc, 270-degree crank twin is a winner. This engine has allowed Suzuki to pump out no less than four new models over the past couple of years that utilize it, from a pair of V-Strom adventure bikes, to the aforementioned 8S, and now this 8R. But what is the mission of this latest sportbike, and does it foreshadow the demise of the GSX-R600?Suzuki’s 776cc, parallel twin now powers four model from the company. (Suzuki/)Mentally jumping between the previous models that we’ve ridden powered by this engine, we recall how much we like the 776cc parallel twin. In the adventure models it provides the tractable, broad power that you want on loose dirt surfaces, while in the 8S it provides excellent real-world delivery that is equally useful around town or jumping out of tight hairpin corners on a mountain road. The prospect of taking that flexibility and applying it to a fully faired sportbike makes perfect sense, offering easy-to-access performance that doesn’t require you to be at 10/10ths to extract it.One of the advantages of a parallel twin is that it’s an easy engine to package into a variety of motorcycles. (Kevin Wing/)Our two days riding the GSX-8R backed up our expectations both on the street and on the track. Claimed output is 81.8 hp at 8,500 rpm and 57.5 lb.-ft. of peak torque at 6,800 rpm (our V-Strom 800DE made 72.2 hp at 8,550 rpm, and 50.1 lb.-ft. of torque at 5,550 on the Cycle World dyno at the rear wheel). The engine utilizes a 270-degree crank which mimics the sound and delivery of a V-twin like the one used in Suzuki’s long-standing SV650. The details and advantages of this new parallel twin (which you can read more about here from Kevin Cameron) include less parts, lower emissions, less weight, and easier packaging.During our day riding the GSX-8R in the mountains near Julian, California, we were thrown a bit of everything from wet, cold roads after morning rain, to awesome and grippy dry pavement dropping down to Borrego Springs on the S-22. One thing that stands out right away compared to the 8S, is that with your helmet in a nice pocket of still air behind the 8R’s fairing—and the lack of it bobbing around in the wind—you really notice how smooth the twin-counterbalanced engine is. Across the engine’s near-10,000 rpm range it remains incredibly silky. Cruising in sixth gear at 75 mph the tach reads 5,000 rpm and transfers virtually no vibrations at all to the rider through the footpegs or handlebars.We weren’t surprised that the GSX-8R is a great streetbike, as we felt the same about its stablemate, the GSX-8S. (Kevin Wing/)The engine’s tractability and broad power are ideally suited to twisty mountain roads. There is always torque available when exiting tight hairpins, which gives you a couple of options on gear choice and eliminates the need to wring the bike’s neck all the time. The very nature of the engine makes it easy to ride around town too. 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.Rain-slicked roads provided the perfect opportunity to explore the ride-by-wire-powered Suzuki Intelligent Ride System (S.I.R.S.), which includes the Suzuki Drive Mode Selector (S-DMS), Suzuki Traction Control System (STCS), and also incorporates the Bi-directional Quick Shift System. The three ride modes are: mode A (Active), which has the sharpest throttle response and ramps the power up in a more direct manner; mode B (Basic), with a softer throttle response and less aggressive delivery; and mode C (Comfort), which has the same peak output, but most mellow throttle response and power delivery.The interface to access the dash’s menus is simple and effective. (Kevin Wing/)Like the V-Strom 800DE and 8S, the 8R’s electronic rider interface is simple to navigate and easy to implement. On the left handlebar pod you have a mode button and an up/down-rocker switch. You can easily change between modes on the fly by simply closing the throttle, and even better, the selections are sticky and won’t revert to a default after you cycle the key or ignition.On the rainy morning, we tried all the modes and eventually settled on mode B. You also have the traction-control system backing you up, which like the modes can be selected on the fly by toggling to the setting you’d like and briefly closing the throttle. This setting also stays put and won’t revert when the bike is turned off (even when TC is turned to Off). While the S.I.R.S. system is simple and doesn’t offer the range of adjustment of many of the latest high-end sportbikes, it’s effective and easy to use, which fits the theme of the 8R.The 8R’s TFT display is bright and easy to read on the street or track. (Kevin Wing/)The following day, we had the opportunity to ride the 8R at Chuckwalla Valley Raceway, which made even more sense after hearing that the bike was homologated for MotoAmerica’s Twins Cup competition. As it turns out, the 8R is a total blast. Those same traits that make the engine so enjoyable on the street easily translate to the track. The engine’s best attribute is once again its broad spread of power and torque. With a dry track and a switch from the bike’s stock tires to a set of sticky Dunlop Sportmax Q5S, we set the mode to A and TC to 1, and headed out for four hours of open track time.After experimenting with a few different gear choices around Chuckwalla, we realized that we could tackle large portions of the track in fourth gear and were just wasting time shifting down to third. The engine’s torque is capable of pulling the bike out of mid-speed corners, and saving that downshift makes corner entries a lot less hectic, allowing you to concentrate on lines and pushing deeper into braking zones. When shifting is necessary, the quickshifter helps make them smooth and almost instantaneous, while the slipper clutch does its part in keeping the bike stable on corner entry. The bottom line in terms of how this engine performs on track is that it provides fun and easy-to-manage power, which also keeps you from getting quickly fatigued. As a trackday bike, it’s a whole load of fun and we imagine will make a competitive Twins Cup racer.The 8R was totally competent at Chuckwalla Valley Raceway, proving to provide real sportbike performance. (Kevin Wing/)Another area in which the GSX-8R is nearly identical to the 8S is the chassis, though there are a few key differences. The bikes share an identical 57.7-inch wheelbase. Front-end geometry measures the same 25 degrees of rake and 4.1 inches of trail, and they share the same 31.9-inch seat heights. Both bikes have a steel-backbone style frame and bolt-on steel subframes. Each model 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. Cast aluminum wheels measure 17 x 3.5 inches front and a wide 17 x 5.5 inches at the rear with a 120/70-17 and 180/55-17 Dunlop Roadsport 2 tires the standard fitment.Nissin radial-mount four-piston calipers are shared with the 8S. (Kevin Wing/)The biggest difference between the 8R and 8S chassis spec is the suspension. While the naked bike uses KYB units front and rear, the R uses a Showa SFF-BP (Separate Function Fork – Big Piston) fork with 41mm inner tubes. The unit doesn’t have provisions for adjustability and provides 5.1 inches of travel. At the rear, the 8R uses a Showa shock with preload adjustment and the same 5.1 inches of travel.The GSX-8R uses a Showa SFF-BP fork and preload-adjustable Showa shock. (Kevin Wing/)The handlebars mount to the top of the 8R’s triple clamp instead of the 8S’ taller moto-style bar. This puts the rider’s weight over the front end and creates a slightly more forward-leaning position behind the fairing. Arms have a slight drop to the bars when upright and are pretty much level when tucked in. The footpeg position is identical to the 8S, which is comfortable and roomy compared to most full-on supersport bikes like Suzuki’s own GSX-R600, with a slight bend at the knee for this 5-foot-11-inch tester, proving relaxed and never cramped.Suspension worked very well on our road ride, providing consistent damping that handled bumps well, but was firm enough to keep the bike from wallowing or blowing through the travel despite the limited adjustability. The brake package is solid too, providing good power and predictable bite from the twin Nissins. Nothing about the chassis feels compromised, with all of the components providing sporty performance, but also helping to keep this bike’s price in check. The mirrors are styled nicely and offer good rearward vision, while the front brake lever has provisions for adjustment.Would these components be able to handle the torture of a trackday the following day?The GSX-8R’s suspension proved to be very good on the road. (Kevin Wing/)Suzuki mounted the aforementioned Dunlop Sportmax Q5S tires and set the shock preload to setting five of seven (the latter being the max) to prepare for the track, which is really the only thing that you can change on this motorcycle in terms of the chassis anyway. As it turns out, that is just fine. After getting comfortable in the first session, we realized the 8R is at home on a racetrack. Despite a seating position that is more street biased than racer ready, the bike still pulls it off, and within a few laps you get used to it. Even still, riders and racers taking this bike to a track on a regular basis will want rearset footpegs to help keep them and their boots off the deck, and may want some clip-ons that mount under the triple clamp.Dunlop Sportmax Q5S tires were mounted for our day at the track. (Kevin Wing/)With sticky tires mounted, grip is never an issue on track. The bike’s handling is light and predictable with good communication from the front end, providing the confidence to load it up while trail-braking and trust it to the apex. Despite weighing in at a relatively heavy 452 pounds (the Yamaha YZF-R7 is 414 pounds), the 8R hides its weight well on track. It remains responsive midway through corners, allowing you to make adjustments to your line without unsettling the chassis. As a matter of fact, the bike feels totally stable just about everywhere, which combined with the smooth delivery of the engine makes the bike super easy to go fast on. Like the suspension, the braking package was unfazed on track. Chuckwalla only has a few hard braking zones, but the Suzuki felt totally at home when riding at a fast pace and the fork does a good job of supporting the front under hard braking.The only suspension adjustment available on the 8R is rear shock preload, which was dialed up to the fifth of seven settings. (Kevin Wing/)Another reason the 8R is so at home on the track is the protection provided by the fairing and windscreen. Suzuki says it worked hard in the wind tunnel to ensure that there is little if any turbulence behind the windscreen. Even on the racetrack at speeds beyond 110 mph, the rider’s helmet never gets buffeted; smooth-flowing air leaves you relaxed and comfy when tucked in, and also allows a quick and sharp view of the bright and easy-to-read TFT display. Speaking of the dash, despite its simplicity, the tach is easy to see at a glance and turns bright red approaching redline, giving you a quick indication that it’s time to grab the next gear.On the track or street, the riding position is comfortable, yet sporty. (Kevin Wing/)We definitely had questions prior to our two days on Suzuki’s GSX-8R. We already knew that Suzuki hit a home run with the parallel-twin engine, and the 8S’ chassis already impressed us. But could the 8R live up to the company’s reputation as a real sportbike? Is the GSX-R’s lineage in jeopardy?Only time will answer that final question, as the high-revving, inline-four sportbike as we know it is definitely in its waning years. As 600 supersport sales decline around the world, bikes like the GSX-R600 are being replaced by new models like the GSX-8R. The script will in time likely be the same for Suzuki. Bikes like the 8R are very versatile and fun machines that can serve the street rider excellent real-world engine performance, a fun chassis, and the ability to work as a good all-arounder.The 2024 Suzuki GSX-8R has jumped straight into the mix of modern, practical, middleweight sportbikes. (Kevin Wing/)Perhaps more so than any other Japanese company, Suzuki is famous for its sportbike heritage. In the case of the GSX-8R, the bike carries on the GSX-R DNA and proves to be a fast and competent bike on the racetrack, and will likely make a fun and inexpensive platform for young riders to hone their skills on in Twin Cup competition. The improved suspension compared to the 8S and added wind protection increase the sportiness too. Starting at $9,439, the 8R provides a level of performance that exceeded our expectations both on the track and on the street. What’s most impressive is that this new platform of models from Suzuki has allowed the company to rebound from a slow decline as the company fell behind the competition. But now Suzuki fans have a lot to cheer about, and we imagine that there is a lot more in the pipeline to come.The view of the cockpit shows the nice mirrors that not only look good, but provide a good rearward view. (Kevin Wing/)Nice touches like the adjustable-span brake lever are standard. (Kevin Wing/)2024 Suzuki GSX-8R in blue. (Kevin Wing/)2024 Suzuki GSX-8R in silver. (Kevin Wing/)2024 Suzuki GSX-8R rear three-quarter view. (Kevin Wing/)2024 Suzuki GSX-8R left-side view. (Kevin Wing/)2024 Suzuki GSX-8R in Borrego Springs, California. (Kevin Wing/)2024 Suzuki GSX-8R action. (Kevin Wing/)2024 Suzuki GSX-8R action. (Kevin Wing/)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
Clutch:
Wet, multiplate; cable actuation
Engine Management/Ignition:
Ride-by-wire w/ multiple modes
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 in./17 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
GEARBOX:STREETHelmet: Arai Corsair-X NakagamiJacket: Alpinestars Altamira Gore-TexPant: Alpinestars Alu DenimGloves: Alpinestars GP Tech V2Boots: Alpinestars J-6 WaterproofTRACKHelmet: Arai Corsair-X NakagamiSuit: Alpinestars GP Plus V4Gloves: Alpinestars GP Tech V2Boots: Alpinestars Supertech RAirbag: Alpinestars Tech-Air 5 System”}]]
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Suzuki’s brand-new GSX-8R is a trackworthy parallel-twin-powered middleweight sportbike. (Kevin Wing/)
When we rode Suzuki’s GSX-8S a year ago, we were impressed, but we wondered if a fully faired version of the motorcycle was on the way to compete against the other middleweight parallel-twin sportbikes from the competition, like the Yamaha YZF-R7 and Aprilia RS 660. Thankfully it was, and now, we’ve had the chance to ride it. Take everything we love about the 10 Best-winning S model, add a more protective fairing to break the wind, keep the same awesome engine, and you end up with perhaps Suzuki’s most versatile sportbike.
Developed alongside the GSX-8S, there are now two sportbikes built around Suzuki’s GSX-8 platform. (Kevin Wing/)
It’s no secret that we are currently in the middle of a new parallel-twin heyday in motorcycling. This format has been adopted by all four of the Japanese companies and a large chunk of European companies as well. There are many reasons for this, from lower manufacturing costs, to emissions, to simply a more user-friendly power delivery. No matter the reason, this engine configuration is here to stay for the future.
The engine is the first new platform from Suzuki in a very long time. And while Suzuki was a little late to the party, there is no question that its new 776cc, 270-degree crank twin is a winner. This engine has allowed Suzuki to pump out no less than four new models over the past couple of years that utilize it, from a pair of V-Strom adventure bikes, to the aforementioned 8S, and now this 8R. But what is the mission of this latest sportbike, and does it foreshadow the demise of the GSX-R600?
Suzuki’s 776cc, parallel twin now powers four model from the company. (Suzuki/)
Mentally jumping between the previous models that we’ve ridden powered by this engine, we recall how much we like the 776cc parallel twin. In the adventure models it provides the tractable, broad power that you want on loose dirt surfaces, while in the 8S it provides excellent real-world delivery that is equally useful around town or jumping out of tight hairpin corners on a mountain road. The prospect of taking that flexibility and applying it to a fully faired sportbike makes perfect sense, offering easy-to-access performance that doesn’t require you to be at 10/10ths to extract it.
One of the advantages of a parallel twin is that it’s an easy engine to package into a variety of motorcycles. (Kevin Wing/)
Our two days riding the GSX-8R backed up our expectations both on the street and on the track. Claimed output is 81.8 hp at 8,500 rpm and 57.5 lb.-ft. of peak torque at 6,800 rpm (our V-Strom 800DE made 72.2 hp at 8,550 rpm, and 50.1 lb.-ft. of torque at 5,550 on the Cycle World dyno at the rear wheel). The engine utilizes a 270-degree crank which mimics the sound and delivery of a V-twin like the one used in Suzuki’s long-standing SV650. The details and advantages of this new parallel twin (which you can read more about here from Kevin Cameron) include less parts, lower emissions, less weight, and easier packaging.
During our day riding the GSX-8R in the mountains near Julian, California, we were thrown a bit of everything from wet, cold roads after morning rain, to awesome and grippy dry pavement dropping down to Borrego Springs on the S-22. One thing that stands out right away compared to the 8S, is that with your helmet in a nice pocket of still air behind the 8R’s fairing—and the lack of it bobbing around in the wind—you really notice how smooth the twin-counterbalanced engine is. Across the engine’s near-10,000 rpm range it remains incredibly silky. Cruising in sixth gear at 75 mph the tach reads 5,000 rpm and transfers virtually no vibrations at all to the rider through the footpegs or handlebars.
We weren’t surprised that the GSX-8R is a great streetbike, as we felt the same about its stablemate, the GSX-8S. (Kevin Wing/)
The engine’s tractability and broad power are ideally suited to twisty mountain roads. There is always torque available when exiting tight hairpins, which gives you a couple of options on gear choice and eliminates the need to wring the bike’s neck all the time. The very nature of the engine makes it easy to ride around town too. 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.
Rain-slicked roads provided the perfect opportunity to explore the ride-by-wire-powered Suzuki Intelligent Ride System (S.I.R.S.), which includes the Suzuki Drive Mode Selector (S-DMS), Suzuki Traction Control System (STCS), and also incorporates the Bi-directional Quick Shift System. The three ride modes are: mode A (Active), which has the sharpest throttle response and ramps the power up in a more direct manner; mode B (Basic), with a softer throttle response and less aggressive delivery; and mode C (Comfort), which has the same peak output, but most mellow throttle response and power delivery.
The interface to access the dash’s menus is simple and effective. (Kevin Wing/)
Like the V-Strom 800DE and 8S, the 8R’s electronic rider interface is simple to navigate and easy to implement. On the left handlebar pod you have a mode button and an up/down-rocker switch. You can easily change between modes on the fly by simply closing the throttle, and even better, the selections are sticky and won’t revert to a default after you cycle the key or ignition.
On the rainy morning, we tried all the modes and eventually settled on mode B. You also have the traction-control system backing you up, which like the modes can be selected on the fly by toggling to the setting you’d like and briefly closing the throttle. This setting also stays put and won’t revert when the bike is turned off (even when TC is turned to Off). While the S.I.R.S. system is simple and doesn’t offer the range of adjustment of many of the latest high-end sportbikes, it’s effective and easy to use, which fits the theme of the 8R.
The 8R’s TFT display is bright and easy to read on the street or track. (Kevin Wing/)
The following day, we had the opportunity to ride the 8R at Chuckwalla Valley Raceway, which made even more sense after hearing that the bike was homologated for MotoAmerica’s Twins Cup competition. As it turns out, the 8R is a total blast. Those same traits that make the engine so enjoyable on the street easily translate to the track. The engine’s best attribute is once again its broad spread of power and torque. With a dry track and a switch from the bike’s stock tires to a set of sticky Dunlop Sportmax Q5S, we set the mode to A and TC to 1, and headed out for four hours of open track time.
After experimenting with a few different gear choices around Chuckwalla, we realized that we could tackle large portions of the track in fourth gear and were just wasting time shifting down to third. The engine’s torque is capable of pulling the bike out of mid-speed corners, and saving that downshift makes corner entries a lot less hectic, allowing you to concentrate on lines and pushing deeper into braking zones. When shifting is necessary, the quickshifter helps make them smooth and almost instantaneous, while the slipper clutch does its part in keeping the bike stable on corner entry. The bottom line in terms of how this engine performs on track is that it provides fun and easy-to-manage power, which also keeps you from getting quickly fatigued. As a trackday bike, it’s a whole load of fun and we imagine will make a competitive Twins Cup racer.
The 8R was totally competent at Chuckwalla Valley Raceway, proving to provide real sportbike performance. (Kevin Wing/)
Another area in which the GSX-8R is nearly identical to the 8S is the chassis, though there are a few key differences. The bikes share an identical 57.7-inch wheelbase. Front-end geometry measures the same 25 degrees of rake and 4.1 inches of trail, and they share the same 31.9-inch seat heights. Both bikes have a steel-backbone style frame and bolt-on steel subframes. Each model 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. Cast aluminum wheels measure 17 x 3.5 inches front and a wide 17 x 5.5 inches at the rear with a 120/70-17 and 180/55-17 Dunlop Roadsport 2 tires the standard fitment.
Nissin radial-mount four-piston calipers are shared with the 8S. (Kevin Wing/)
The biggest difference between the 8R and 8S chassis spec is the suspension. While the naked bike uses KYB units front and rear, the R uses a Showa SFF-BP (Separate Function Fork – Big Piston) fork with 41mm inner tubes. The unit doesn’t have provisions for adjustability and provides 5.1 inches of travel. At the rear, the 8R uses a Showa shock with preload adjustment and the same 5.1 inches of travel.
The GSX-8R uses a Showa SFF-BP fork and preload-adjustable Showa shock. (Kevin Wing/)
The handlebars mount to the top of the 8R’s triple clamp instead of the 8S’ taller moto-style bar. This puts the rider’s weight over the front end and creates a slightly more forward-leaning position behind the fairing. Arms have a slight drop to the bars when upright and are pretty much level when tucked in. The footpeg position is identical to the 8S, which is comfortable and roomy compared to most full-on supersport bikes like Suzuki’s own GSX-R600, with a slight bend at the knee for this 5-foot-11-inch tester, proving relaxed and never cramped.
Suspension worked very well on our road ride, providing consistent damping that handled bumps well, but was firm enough to keep the bike from wallowing or blowing through the travel despite the limited adjustability. The brake package is solid too, providing good power and predictable bite from the twin Nissins. Nothing about the chassis feels compromised, with all of the components providing sporty performance, but also helping to keep this bike’s price in check. The mirrors are styled nicely and offer good rearward vision, while the front brake lever has provisions for adjustment.
Would these components be able to handle the torture of a trackday the following day?
The GSX-8R’s suspension proved to be very good on the road. (Kevin Wing/)
Suzuki mounted the aforementioned Dunlop Sportmax Q5S tires and set the shock preload to setting five of seven (the latter being the max) to prepare for the track, which is really the only thing that you can change on this motorcycle in terms of the chassis anyway. As it turns out, that is just fine. After getting comfortable in the first session, we realized the 8R is at home on a racetrack. Despite a seating position that is more street biased than racer ready, the bike still pulls it off, and within a few laps you get used to it. Even still, riders and racers taking this bike to a track on a regular basis will want rearset footpegs to help keep them and their boots off the deck, and may want some clip-ons that mount under the triple clamp.
Dunlop Sportmax Q5S tires were mounted for our day at the track. (Kevin Wing/)
With sticky tires mounted, grip is never an issue on track. The bike’s handling is light and predictable with good communication from the front end, providing the confidence to load it up while trail-braking and trust it to the apex. Despite weighing in at a relatively heavy 452 pounds (the Yamaha YZF-R7 is 414 pounds), the 8R hides its weight well on track. It remains responsive midway through corners, allowing you to make adjustments to your line without unsettling the chassis. As a matter of fact, the bike feels totally stable just about everywhere, which combined with the smooth delivery of the engine makes the bike super easy to go fast on. Like the suspension, the braking package was unfazed on track. Chuckwalla only has a few hard braking zones, but the Suzuki felt totally at home when riding at a fast pace and the fork does a good job of supporting the front under hard braking.
The only suspension adjustment available on the 8R is rear shock preload, which was dialed up to the fifth of seven settings. (Kevin Wing/)
Another reason the 8R is so at home on the track is the protection provided by the fairing and windscreen. Suzuki says it worked hard in the wind tunnel to ensure that there is little if any turbulence behind the windscreen. Even on the racetrack at speeds beyond 110 mph, the rider’s helmet never gets buffeted; smooth-flowing air leaves you relaxed and comfy when tucked in, and also allows a quick and sharp view of the bright and easy-to-read TFT display. Speaking of the dash, despite its simplicity, the tach is easy to see at a glance and turns bright red approaching redline, giving you a quick indication that it’s time to grab the next gear.
On the track or street, the riding position is comfortable, yet sporty. (Kevin Wing/)
We definitely had questions prior to our two days on Suzuki’s GSX-8R. We already knew that Suzuki hit a home run with the parallel-twin engine, and the 8S’ chassis already impressed us. But could the 8R live up to the company’s reputation as a real sportbike? Is the GSX-R’s lineage in jeopardy?
Only time will answer that final question, as the high-revving, inline-four sportbike as we know it is definitely in its waning years. As 600 supersport sales decline around the world, bikes like the GSX-R600 are being replaced by new models like the GSX-8R. The script will in time likely be the same for Suzuki. Bikes like the 8R are very versatile and fun machines that can serve the street rider excellent real-world engine performance, a fun chassis, and the ability to work as a good all-arounder.
The 2024 Suzuki GSX-8R has jumped straight into the mix of modern, practical, middleweight sportbikes. (Kevin Wing/)
Perhaps more so than any other Japanese company, Suzuki is famous for its sportbike heritage. In the case of the GSX-8R, the bike carries on the GSX-R DNA and proves to be a fast and competent bike on the racetrack, and will likely make a fun and inexpensive platform for young riders to hone their skills on in Twin Cup competition. The improved suspension compared to the 8S and added wind protection increase the sportiness too. Starting at $9,439, the 8R provides a level of performance that exceeded our expectations both on the track and on the street. What’s most impressive is that this new platform of models from Suzuki has allowed the company to rebound from a slow decline as the company fell behind the competition. But now Suzuki fans have a lot to cheer about, and we imagine that there is a lot more in the pipeline to come.
The view of the cockpit shows the nice mirrors that not only look good, but provide a good rearward view. (Kevin Wing/)
Nice touches like the adjustable-span brake lever are standard. (Kevin Wing/)
2024 Suzuki GSX-8R in blue. (Kevin Wing/)
2024 Suzuki GSX-8R in silver. (Kevin Wing/)
2024 Suzuki GSX-8R rear three-quarter view. (Kevin Wing/)
2024 Suzuki GSX-8R left-side view. (Kevin Wing/)
2024 Suzuki GSX-8R in Borrego Springs, California. (Kevin Wing/)
2024 Suzuki GSX-8R action. (Kevin Wing/)
2024 Suzuki GSX-8R action. (Kevin Wing/)
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
Clutch:
Wet, multiplate; cable actuation
Engine Management/Ignition:
Ride-by-wire w/ multiple modes
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 in./17 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
GEARBOX:
STREET
Helmet: Arai Corsair-X Nakagami
Jacket: Alpinestars Altamira Gore-Tex
Pant: Alpinestars Alu Denim
Gloves: Alpinestars GP Tech V2
Boots: Alpinestars J-6 Waterproof
TRACK
Helmet: Arai Corsair-X Nakagami
Suit: Alpinestars GP Plus V4
Gloves: Alpinestars GP Tech V2
Boots: Alpinestars Supertech R
Airbag: Alpinestars Tech-Air 5 System
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