All-Around Practicality and a Side of Thrills
Story by Mike Seate • Photos by Jose Gallina
When you think quick sharp-handling Suzuki, you think in-line four with a screaming, five-figure powerband, right? Bikes like Suzuki’s GSX-R line have not only defined the Japanese firm since 1985, but set standards for sporty road and track machines. Not anymore. The all-new GSX-8S shatters longstanding expectations of what a rapid, road-going Suzuki can and should be, offering manageable but exciting acceleration, solid cornering and inseam-friendly comfort.
The stark blue bike is certainly distinctive with its angular 21st Century styling, and twin over/under headlamps. They, along with a stubby exhaust and color-matched subframe, lend a touch of Transformers robot cool. This is the first Suzuki I’ve piloted with a frame that combined sections of lightweight steel trellis and pressed sections such as near the beefy swingarm pivot. The composite chassis provides enough flex to prevent the 800cc twin from feeling too focused and hard for everyday road use but still steers sharply. Though a fully-faired version has recently become available, this is no GSX-R superbike. Instead, the new platform is dedicated to riders who thrive on midrange power, plentiful torque and a riding position that’s clearly not sponsored by Icy Hot or Ben Gay.
Instead of low clip-on bars, the 8S’s handles are tubular and easy to reach. For my 6’4” frame the pegs are in just the right spot for slightly aggressive riding. They’re high enough not to scrape when the going gets jiggy, but low enough to make a 100-mile afternoon a given.
We just happened to choose a twisty stretch of canyon road not far from Suzuki’s US HQ in sunny Brea, California for our test ride. Between the hurried commuters and copious supercars trying to stretch out between traffic jams, the GS was like a puppy eager to get off its leash. The easygoing powerband from the eight-valve parallel twin engine is as comfy trundling behind an Amazon truck as it is charging into apexes hard on the gas. A solid 83 horses are on tap at 8,500 revs and 57 foot-pounds of torque at 6,800 on the color TFT dash. This is more than enough for a 445-pound machine and ample for anything from freeway blasts to keeping pace at a track day (though not in the fast group unless your last name is Rossi).
A steep, 25-degree rake angle makes for quick direction changes – just tilt the opposite bar end and revel in the countersteering flow. Three riding modes and four stages of traction control make the GS a doodle for beginners or speed-crazed experts, who kept the setting on “A” where the throttle response was razor-sharp. A two-way quickshifter was an unexpected add-on which I nearly forgot about until the ride’s end. I’m sure it would make for effortless gear changes on a track or backroads blast, But being old school, I prefer using the clutch.
Funny to think that just 20 years back, parallel twins were a fairly dead engine platform, tossed over in favor of thudding V-twins and scorching inline fours. Technological innovations like variable valve timing, a Cross Balancer system to quell shakes, revised fuel injection mapping and lightweight, free-revving internals have created a new breed of side-by-side motors (See Parallel Universe feature Pg. 26) capable of producing decent rushes of thrust while remaining tractable and easy on the right wrist.
Through bends and charging straightaways, the GSX-8S is reminiscent of an air-cooled Ducati Monster I once rode, only far smoother, and with better brakes. Thank the radially-mounted four-piston Nissin front stoppers for that, while the inverted KYB forks (non-adjustable) also add to the sense of security, somehow damped properly for a 250-pound tester. The matching KYB shock is preload clickable, and I wished I’d had a moment to fiddle with it as I did feel a bit of excess bounce over rare So Cal potholes.
The slightly stepped saddle is plush and comfy, and after sampling it for a moment, photographer Jose asked if the GS was the sort of machine you’d use for long distance travel. His was a good question: the pointy gas tank holds just 3.7 gallons of fuel, making interstate journeys a multi-stop affair, but Suzuki created this motorcycle to be versatile, which explains why official accessories include soft bags and a bolt-on flyscreen. Those who see the streetfighter in the GS can trick out their rides with accessory seats and engine cowls and a free-breathing exhaust that adds volume and style.
For me, this would prove a great machine for a city dweller or someone craving more power and sporty potential than, say, a 600cc motorbike. It’s practical enough that you can pop down to the coffee shop without feeling like you’re wasting some finely-honed racebike.
I’d like to imagine if the British motorcycle industry hadn’t imploded back in the 1970s, their parallel twins might have evolved into something like the GSX-8S, a quick water-cooled all-rounder with one wheel firmly planted in both the performance and commuter camps. Instead, it took another 40-odd years for such a bike to come along. It’s worth the wait. CR
2024 Suzuki GSX-8S
MSRP: $8,849
Engine: 776cc water-cooled parallel twin
Transmission: Six-speed with two-way quickshifter
Brakes: Twin radial Nissin four-piston front calipers with 310mm rotors; single-piston Nissin caliper with240mm rotor; ABS included
Wheels: Cast aluminum, 17” with 120/70×17 front, 180/55×17 rear with Dunlop radials
Suspension: 41mm KYB inverted forks, non-adjustable with 5” travel; KYB preload-adjustable shock
Power: 83 horsepower at 8,500 RPM; 57.5 foot-pounds of torque at 6,800 RPM
Electronics: Four stage traction control, three riding modes
Fuel Capacity: 3.7 gallons at 56 MPG (average)
Colors: Blue, pearl white or black
We Dig: The motor and ease of use.
We’d Ditch: Rear shock for an aftermarket Race Tech unit.
The Best Bits: Fast enough for thrills but easy on the body. Handles like a peach.
