Suzuki GSX-8R – First Ride Review

The all-new Suzuki GSX-8R certainly catches the eye as it glistens in the early Spanish sunlight that’s bathing the Circuito Monteblanco pit lane. First impressions are of a handsome, compact, and well-proportioned machine. The finish is clean and pleasing. There’s a European look that feels right, though I’m sure the double-stacked LED headlights might split opinions.

It’s immediately apparent the 8R is heavily based on the 8S, which is an excellent starting point. From the fuel cap backward, it has the same distinctive subframe and rear-end componentry as its naked sibling, including the same 180-section Dunlop RoadSmart 2 rear tyre. A new Showa shock is the only significant difference.

The 776cc parallel twin, with its patented biaxial Cross Balancer system and 270-degree crank, remains unchanged. That means a healthy 57.5ftlb (78Nm) of torque at a relatively low 6,800rpm and a peak power figure of 81.8bhp (61kW) @8,500rpm. Internal gear ratios, the final gearing, and the SCAS clutch are also the same, along with wheel sizes, wheelbase, rake, and trail.

In other words, the Suzuki GSX-8R should stop, turn, and go very much like the S, although Suzuki engineers revealed that in testing, the R accelerates quicker than the naked S, and top speed has improved, too, due to the new and sleeker aerodynamics, which also necessitated minor tweaks to the R’s SIRS electronics.

Like the S, there are three rider modes on board: Active (A), Basic (B), and Comfort (C), selectable via Suzuki’s Drive Mode Selector (SDMS). The traction control (STCS) level can be changed on the move or even deactivated but isn’t lean-sensitive, while an up-and-down quick shifter is standard. Suzuki’s Low RPM Assist and Easy Start system are both present and correct.

I was impressed by the torque of the parallel twin when we first rode the naked S last year in the south of France on the famous Route Napolean. As we left Monteblanco, ready for a 160km test ride of the R, the benefits of the relatively long-stroke engine became apparent once again. With B mode selected, the fuelling was as clean as a whistle, especially at low rpm, and the engine was almost impossible to stall thanks to the Low RPM Assist. The engine is smooth and throaty, that slick ride-by-wire combining with a lovely spread of torque that makes the Suzuki GSX-8R a joy to ride. There’s no need to dance on that quickshifter; far better to allow the torque to do the work.

I deliberately rode a fast, flowing section of road using only the 8R’s mid-range and, between 4,000rpm and 7,000prm, the Suzuki twin was an effortless ride, with strong drive instantly available at the twist of my wrist. Unlike some of the 8R’s competition, the midrange is the sweet spot, a place you want to be. You don’t have to rev it close to the redline to achieve genuine sportiness and speed.

Select A mode, and you’d expect more. But, in the real world, on a real road, it gave a sharpness to the throttle that added an edge I didn’t need. B mode is softer but delivers the same peak power and torque – as well as cracking wheelies (with the TC off) – and my default setting.

On the fast Monteblanco racetrack, with its long, near one-kilometer straight, I was a little concerned the Suzuki might be overwhelmed and run out of oomph, but on the tight infield section, it punched hard, driving out of 2nd, 3rd, and 4th gear corners with serious intent for this class. On the straight, it showed between 210 kmh and 215 kmh every lap and was still accelerating when I grabbed the brakes. That snappier A mode came into its own in this environment, but in tricky conditions, I’d probably go back to B for its softer initial feeling.

On track, the motor has enough drive to make the ride exciting without being exhausting. You’re not overworked by its power; instead, you have time to pick and choose your line. The quickshifter is slick enough at higher rpm but isn’t race spec, meaning I still used the clutch for rapid down changes. And while the traction control may not have lean sensitivity, it can certainly be relied on. That said, I mainly had the system deactivated as the 8R’s long chassis and grippy Dunlop rubber (changed for the track) were loaded with grip and feel, and it was more fun without.

Although the engine and majority of parts have been transferred from the S, the R benefits from completely new suspension, which caters for a sportier riding position – the rider is further forward with more weight over the front – which should give the Suzuki GSX-8R owner heading for a track day this summer more front end feel and confidence than his mate with a GSX-8S.

The S’s KYB suspension units have been upgraded front and rear. Up front, 41mm Showa ‘Separate Function Fork – Big Piston’ forks are claimed to be lighter and more stable than the S’s teles, though they remain non-adjustable. On the rear, there’s a new Showa shock with preload adjustment, which I left standard (setting 4) on the road and adjusted to setting 6 and then the maximum 7 on track (more later).

Stopping this 205kg bundle of energy (it weighs 3kg more than its naked sibling, incidentally) is the same twin 310mm disc and Nissin four-pot caliper set-up found on the S. The ABS, which can’t be deactivated (unless you remove the fuse), is not lean-sensitive.

On the road, the riding position is relaxed-sporty, with the same footpeg-to-seat ratio as the GSX-8S, meaning the pegs are neither higher nor further back, as you might expect. The new aluminum bars, however, are further forward and lower than the S but mounted above the top yoke and about as radical as Postman Pat, and notably upright for a sports bike. In reality, there isn’t a dramatic difference between the two bikes’ riding stances.

Out on the bumps and infinite variables of the open road, the ride is easy going and on the soft side, as you’d anticipate of an ‘entry-level’ sports bike. The new Showa front end feels planted, solid, and very predictable, while the rear is softer but soaks up surface imperfections with ease. Ride the Suzuki GSX-8R as it was designed, and there is very little to fault.

We had unseasonably cold conditions on our early morning ride, and in this context, the Dunlop RoadSport2 tyres never felt like they came up to full temperature and lacked outright feel. But as the Spanish sunlight warmed up the road, you could start to feel the contact patch and start to have fun, pushing the handling limits of the new R.

The front end feel really is excellent, and so too is the R’s smooth turn-in. The forks don’t feel overworked and cope well with aggressive riding. Similarly, they can take the punishment of rough Spanish roads without complaint.

At the rear, things are less clear-cut. The new Showa shock copes well if you ride smoothly, but add a little aggression, and it lacks support, while the damping struggles with rough terrain. You don’t have to push too hard to get it in a tangle, either, and it’s not long before the pegs start to tickle the road, particularly with heavier riders on board.

Entering the Monteblanco racetrack for the first time, I didn’t have high hopes for the new R’s suspension, as I’d already brushed up against its sporting limitations on the road. But I was wrong. With sportier Dunlop SportSmart TT rubber fitted, and that extra spring preload added, the Suzuki felt very different.

The Showa unit now had more control; the tires gave greater feedback and warmed up quickly. With more preload added to the rear, the steering was a little faster, too, and the handling limitations were simply the lack of ground clearance, not the shock or a lack of feel.

In fact, with grippy tyres fitted and tweaked suspension, the Suzuki GSX-8R is good fun on track. It’s marginally heavier than the competition (more on that in a minute), longer and slightly slower into the turn perhaps too, but its inherent stability is a genuine asset, making the R planted solid and simple to ride fast. With the TC active, track beginners won’t go far wrong on this middleweight.

At this point, it’s also worth mentioning those stoppers, which had a tough job hauling over 200kg plus rider down from 215 kmh to a virtual stop for a tight second gear hairpin, lap after lap. Yes, the ABS kicked in every lap, as expected on this type of bike, but the Nissin brakes showed no sign of fade despite very heavy use. Equally, the suspension remained consistent despite an afternoon of unruly abuse.

In fact, the whole Suzuki GSX-8R performed way above expectations on track. Arguably, it’s not as sharp as the Yamaha R7 or as flickable as Aprilia’s RS660, but the Suzuki’s abundance of usable torque combined with a predictable and easy-going chassis was an eye-opener. I rode several 25-minute, back-to-back sessions and didn’t feel fatigued. I simply enjoyed the fun of pushing a mid-capacity, user-friendly sports bike towards its limit, and I think it enjoyed the ride, too.

Of course, it’s away from the racetrack where the Suzuki will spend the majority of its time – and the R offers brisk real-world performance, lots of torque, and usability. The riding position is comfortable for all sizes, and the dash is easy to read and navigate. Some may not like the lack of connectivity, and the rider aids are basic, but this is an everyday bike, likely to be used all year round. I can even see some owners fitting some aftermarket luggage and taking on some light touring. The screen is a little short for motorway miles, but the mirrors are excellent, and the seat is comfortable for a full day’s ride (though I’m unsure how comfortable a pillion would be). Suzuki quotes 67.23 mpg, which from a 15-litre tank should give just over 200 miles between fuel-ups. On the test, my bike returned 55 mpg, but the riding was frantic at times.

The new GSX-8R shares so much with its GSX-8S sibling that it’s no surprise it also shares many of its qualities. And like the S, it doesn’t feel or look like an entry-level machine. As a real-world sports bike, it hits many marks, especially in terms of comfort, its forgiving nature, and sheer usability. It delivers an engaging and sporty ride on the road and, so long as your expectations are realistic, can cut it on the racetrack, too.

Ground clearance is an issue when the track pace hots up, the ABS kicks in too early, and I’d suggest that lap times be slower than the Aprilia RS6660 and Yamaha R7 due mainly to its weight, long wheelbase, and lack of over-rev. But as a road bike with a comfortable riding position and a torquey motor, it might have the competition beaten. As ever, the choice between them may simply come down to price, and while the GSX-8R is highly competitive on that front, it is priced above the Yamaha R7 and the new Triumph Daytona.

The arrival of the GSX-8R confirms how awesome it is to see an exciting new class of affordable, middleweight sports bikes emerging, one that didn’t really exist just a few years ago. Arguably, this class was created when racers started modifying their Kawasaki Z650 and Suzuki SV650s, and now we have a plethora of exciting bikes which hopefully will attract a new, young audience in the same way my generation was drawn to 250cc two-strokes and exciting 400cc four-strokes in the 1990s.

The Suzuki is certainly up against some tough competition. The Aprilia RS 660 has more peak power and is considerably lighter (by 22kg) with more advanced rider aids – but it is expensive. You could argue that the Suzuki is more aligned with Honda’s 208kg CBR 650R rather than Yamaha’s more sports-focused 188kg R7, but now we also have Triumph entering the fight with the yet untested Daytona 660 (201kg), and you could argue Kawaski are still in the fight with both the ZX-4RR (189kg) or Ninja 650 (193kg). What a great time to be coming into motorcycling.

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