Suzuki GSX-8T (2025 - ) review

Suzuki has certainly spun plenty of options of its mid-capacity platform, the GSX-8S naked and 8R pseudo-sports now joined by this more retro 8T and its part-faired 8TT brother. All are built around the same 776cc parallel-twin with Suzuki’s patented Cross Balancer Shaft system, a steel frame with aluminium swingarm, non-adjustable KYB forks and linkage-driven rear shock supported by three-stage traction control and other support systems under the umbrella branding of the Suzuki Intelligent Ride System. From the stylish single headlight to standard bar-end mirrors and exposed bolt-on trellis rear subframe the 8T has a real sense of quality, complemented by smart colour choices to combine into one of the better looking bikes of its type.

Like all the bikes in the family the GSX-8T strikes a great balance between wieldiness and substance, feeling big enough to resemble a step up into ‘proper’ bikes without losing the beginner-friendly size of smaller machines. The upright riding position is neutral and comfortable, whether that be for posing about town or sessioning the lanes. Whatever shape, size or experience level you’re coming from you should get along just fine, in short!

It’s a relatively minimalist modern-retro roadster, so don’t go expecting much to hide behind on a motorway cruise or in bad weather. But you’d realise that from looking at it. Size and the sense of agility make it a great town bike, and good fun on country roads, though. We’d prefer heated grips had been included as standard at this price and it’s a shame there’s no option for cruise control but the standard quickshifter is a bonus. If no long-distance cruiser you can at least get a flyscreen, while the soft panniers from the accessories catalogue that should do you for an overnight trip away.

We’ve already enjoyed this engine in Suzukis as varied as the faired GSX-8R and 

If we’re being fussy we’d say a little more rebound damping might be nice

V-Strom 800 RE, where we appreciated its combination of smoothness and torquey flexibility. True, the peak 83 horsepower is now somewhat overshadowed by the Trident 660’s recent upgrade to 95 horsepower but the Suzuki twin’s 78Nm is more than respectable and refinement is good compared with the lumpier parallel-twins found in many rivals. If anything, it’s possibly a little too refined, the standard exhaust muted to the point of being inaudible above 60mph or so. Three throttle maps offer a choice of response, the differences between them more significant than those on many bikes. We settled on B for ‘Basic’ for most of our riding, this being the nicest compromise between the softer C and more aggressive A (for ‘Active’ alternatives. Braking is by paired, radially-mounted Nissins up front and more than adequate, the ABS of the regular variety rather than fancier cornering systems used by Triumph, Husqvarna, KTM and others in the class.

The smoothness of the engine is matched with an equivalently comfortable configuration for the KYB forks and linkage-driven monoshock. Which is just as well, because beyond preload for the latter there isn’t any adjustment. If we’re being fussy we’d say a little more rebound damping might be nice, especially if you like to push on a bit. But at a more relaxed pace the Suzuki is comfortable, predictable and great fun to fling around, if perhaps losing out a tad to the slightly cheaper Trident 660 on more demanding roads.

Sporty-ish nakeds of this type are popular first big bikes, and for good reason. But buyers at this level are very price sensitive, and the fact the GSX-8T costs a few hundred quid more than a Trident 660, Vitpilen 801 or Honda CB650R might prove a stumbling block. Beyond that running costs should be relatively similar, the middling power unlikely to be too demanding of chains, sprockets, brakes, tyres or other consumable parts.

This is still a relatively new platform so we’re living in hope the build quality and finish are indicative of similarly thorough engineering and reliability. Nothing about Suzuki’s general reputation would lead us to suspect otherwise!

While the new Chinese entrants look amazing value for money there is a trade-off with their tighter service intervals, shorter warranties and relative lack of dealer support. On that basis established brands like Suzuki offer a good deal more reassurance, especially if you take up the option of ‘Service Activated Warranty’ that takes the already generous three-year cover to up to 10 years if you commit to main dealer servicing.

Suzuki seems to focus on the quality of the kits on its bikes, rather than the quantity. Which is to say it invests its money in the important stuff like engineering, rather than electronic gimmickry.At this level the absence of cornering ABS or traction control probably isn’t a deal-breaker, even if many now come with it as standard. The GSX-8T isn’t lacking in rider supporting tech, the quickshifter, three-stage traction control, and Suzuki Clutch Assist all contributing to its ease-of-use and comfort. We also appreciated the clarity of the 5.0-inch TFT screen, the crisp graphics and the logical interface from the pleasingly minimal switchgear. Standard bar-end mirrors and proper badges on the tank rather than cheapo stickers add to the pleasing sense of understated quality.

We really appreciated the GSX-8T’s stylish balance between modern looks and retro charm, something it pulls off with more class than most of its rivals, slightly fussier looking Trident 660 included.This is supported by a comfortable, easy-going nature and engine that covers the full spectrumfrom torquey flexibility to punchier top-end. Each to theirs in terms of aesthetics but, to our eyes, it’s much more appealing bike than the admittedly cheaper GSX-8S.