Suzuki GSX-8R (2024 – ) review

Those harking back to the supersports era of focused race-reps may sneer at the more user-friendly nature of this latest generation of middleweights. Wisely – and in contrast to the Honda CBR650R and Triumph Daytona 660 – the GSX-8R doesn’t pretend to be anything it’s not, though, combining sporty lines with slightly higher bars appropriate to its more all-round billing. It’s still a good-looking machine, the Triton Blue paint of our test bike popping nicely against the grey wheels and matching tubular bolt-on subframe at the back, fit and finish all top notch.

While clip-on in style, the separate bars are actually above the fork yokes so the riding position is less sporty than, say, the Triumph Daytona 660. If you’re coming from a naked like the GSX-8S on which this R is based it’ll still feel different, though, and Suzuki has struck a neat balance between head-down sports bike focus and all-day comfort. So, where on the Triumph shoulder checks are a bit of a neck-cricking chore the Suzuki is easier going, making it just as suitable for Monday to Friday commuting as it is Sunday blasts. An 810mm seat height is about standard for the class, which sounds on the tall side for shorter-legged riders but made more manageable by the slim frame.

The GSX-8R is definitely at the sporty end of the spectrum, and while Suzuki offers soft panniers, a taller screen and tank bag in its accessories range, there are better options for touring. But if you can pack light it’s still comfy enough for weekend roadtrips. If you’re coming from a naked the degree of weather protection you get from the lower riding position, screen and fairing also make motorway sections more tolerable. A small under-saddle storage space might just hold your house keys and wallet but you’ll need some sort of bag for anything more.

With their steel frames and sub-100 horsepower outputs the bikes in this pseudo-sports class are never going to keep tabs with more hardcore alternatives like the Honda CBR600RR. But that power to weight ratio is no accident, and means most can be restricted to run in A2 licence trim, opening them up to a younger audience for whom their relative affordability appeals. With 83 horsepower the Suzuki’s 776cc twin may seem a poor relation against the more powerful triples and fours offered by Triumph and Honda but it has a couple of tricks up its sleeve, not least the thumping 78Nm of torque and standard-fit quickshifter. Suzuki’s clever Cross Balancer makes it smooth for a modern twin as well, this all combining for a rorty, enthusiastic power delivery and superb flexibility. True, it’s not a screamer. But there’s real pull in any gear and overtakes can be dismissed without need to chase revs, which less experienced riders will appreciate. No complaints on braking, either, the radially-mounted Nissins up front offering confidence-inspiring bite with the safety net of ABS.

Yamaha R7 aside most of the bikes in this class are around the 200kg mark, the Suzuki included. It doesn’t feel it on the road, the slim build and playfulness flattering to deceive given it’s basically a sports naked with a fairing. More seasoned riders may find more to work with on the Yamaha with its 188kg kerbweight and adjustable suspension but for those taking their first steps into sportier bikes the GSX-8R is both exciting and confidence inspiring at the kind of speeds you can responsibly enjoy on the public road.

True, the GSX-8R nudges a little closer to the £9,000 ceiling most of its rivals more comfortably duck under, but it also includes a lot of the kit they make you pay extra for. So, it all evens out by the time you ride it away from the dealership. Nor is it as highly strung as a proper race rep, meaning it should be a little lighter on consumable components, fuel and insurance.

This is still a relatively new engine but is already finding applications across Suzuki’s middleweight range, be that nakeds like the GSX-8S the R is based on or the V-Strom 800 adventure models. On that basis we’ll have to hope Suzuki has done its homework and built the 776cc twin as tough as it is feisty.

The three-year warranty Suzuki is offering for all 2024 registered bikes is already more generous than most and can be extended until your bike is seven years old (or has hit 70,000 miles) with what’s called a Service Activated Warranty if you commit to having your bike looked after by a certified dealer.

Very much as you’d expect of a modern bike of this type, the TFT instruments commendably clear and easy to use while the chunky switchgear inspires confidence through its positive feel, even with winter gloves on. A three-mode ride-by-wire throttle is among the welcome modern features included in the wider Suzuki Intelligent Ride System, there being a significant step up from the middle ‘B’ setting to the sportier ‘A’ one, to the point we’d advise tightening your grip on the bars the first time you try it! A standard-fit quickshifter is a nice feature, though you’ll pay extra for a USB socket, which is a bit mean in this day and age. Beyond you can accessorise your GSX-8R with various billet aluminium goodies, decals, soft luggage, heated grips and more.

For a while it looked like nakeds had killed sports bikes for good, but things are coming full circle and these same machines are now gaining fairings to create a new class of accessibly sporty options. Perfect if you’re looking for a next step from that naked, and especially if you’re doing so while still on a restricted A2 licence. There are no duffers in this class, either, so credit to the GSX-8R for standing out as a proper firecracker of a bike, with a fine balance of accessibility and excitement. Track day fans will probably still prefer the R7, or go the whole hog with a CBR600RR. But as a My First Sportsbike the GSX-8R is a fantastic package.