Suzuki GSX-8TT (2025 - ) review

In the modern way of things the GSX-8TT is a retro reboot of an existing sporty naked, much as Kawasaki has done turning the Z900 into the Z900RS and Honda is now doing with the CB1000F twist on the CB1000 Hornet. In Suzuki’s case it’s taken the existing GSX-8S and given it a new look inspired by the GS1000S of the late 70s. That sets the TT off to a good start, given the GSX-8S was already dynamically excellent with one of the best engines in the class. Adding to the appeal this bike also addresses issues with the 8S, including underwhelming looks, a cheap feel and a too-small fuel tank. The only question marks hang over the slightly odd colour choices – we’d have loved a GS1000S ‘ice cream van’ white/blue option – and the somewhat lofty price, though there is also the option of the cheaper, unfaired GSX-8T if you want to save a bit of cash.

There wasn’t that much wrong with the ergonomics of the base GSX-8S, being roomy and sportily upright but also decently neutral and slim as well. For all that the transition into the TT is still a notable improvement. The riding position itself has barely changed, but the new, more sculpted a deeply padded seat seems slightly plusher and certainly looks more premium. The new tank, now 16.5 litres from the 14 litres of the S, seems slightly more bulbous but actually gives the bike a more substantial feel. While the fairing might be on the small side and it does make a welcome difference, knocking some of the windblast off the rider’s chest.

Fair enough, the TT isn’t a true all-rounder, given its weather protection, equipment and two-up potential isn’t sufficient for that. But as a retro-styled roadster it’s also difficult to criticise. It’s certainly more versatile than the 8S, thanks to its more comfortable seat, the extra range from the bigger tank and token weather protection offered by the (admittedly small) fairing. Ultimately, it remains a stylised, mid-capacity roadster and not a long-distance tourer but the Suzuki does most things pretty well. And looks good doing it.

The GSX-8TT’s 83 horsepower 776cc parallel-twin was all-new for the 8S, has since featured on the V-Strom 800 adventure bike and GSX-8R sports bike and remains up there with the best in what is a very competitive category. Certainly, it feels fresher and stronger than the equivalent twin in the Yamaha MT-07, even if it can’t necessarily match the character of the triple in the Triumph Trident 660 or firepower of the CB750 Hornet. The Suzuki still scores on torque, though, and the 78Nm gives it flexibility even the Honda can’t match. It also sounds great, has three riding modes, a standard quickshifter, traction control and powerful brakes. All of that carries over to the retro-styled TT and, if anything, suits this style of bike better.

The TT’s chassis, too, is little changed from that of the GSX-8S on which it’s based. But then there was nothing much wrong with that in the first place. The suspension parts may not be the most sophisticated or adjustable, but they’re well suited and expertly set-up and give confidence-inspiring steering precision. The ride may not be as refined as more premium machines but is more than sufficient, sporty enough and in tune with the overall balance of the bike. The GSX-8S was already probably the best handling bike in the budget middleweight twin roadster category and this TT version is effectively no different, but with added style and a more premium feel.

The GSX-8S on which the TT is based has already been criticised for being slightly expensive and the TT is more expensive still. But that’s not the whole story. The TT has a substantially more premium feel than the base 8S, it has the additional fairing and is well-equipped with things like the quickshifter and bar-end mirrors many rivals have you pay extra for. In terms of running costs, the TT shouldn’t be any different to the GSX-8S, with reasonably affordable insurance premiums and fairly average hunger for consumables such as fuel, tyres, brake pads, chain and so on.

Although the TT is a new model the GSX-8S has been around for a couple of years now without any mechanical issues we’re aware of, and that engine has also subsequently been used in other Suzuki models such as the V-Strom 800 and GSX-8R. Nor is it especially highly stressed. Its electronics package is fairly straightforward, familiar and proven, as are most of its cycle parts. Obviously, it’s impossible to be certain but we see no reason for reliability concerns with the TT

Initially the GSX-8TT came with a three-year/unlimited mileage, manufacturer-backed warranty which has since been extended first to seven years now 10 years if you commit to main dealer servicing. That may turn out to be relatively frequent, given service intervals are currently quite short at every 3,750 miles or annually (whichever comes first) with the major valve adjustment service due at 15,000 miles.

Although the base GSX-8S is considered a fairly budget- bike it’s actually reasonably well equipped, with a slick and comprehensive 5.0-inch colour TFT dash, crisp switchgear, three rider modes, regular ABS and traction control plus a quickshifter as standard. The TT version builds on that to give a more premium feel, although most of those changes are cosmetic. The small fairing and more premium seat stand out, as do the paint and metal finishes, plus there are fancier bar-end mirrors, even if none of those really make any practical difference beyond the very real feelgood factor.

This seems straightforward but it’s a little more nuanced, given the GSX-8TT stylishly addresses many of the issues of the 8S but does so at some price premium. If that seems problematic there is also the simpler and cheaper GSX-8T on which it is based and it’s worth remembering similar Japanese retros like the Yamaha XSR900, Kawasaki Z900RS and Honda CB1000F are all quite a bit more expensive. Albeit also more powerful. Pays your money takes your choice but, in that context, the TT suddenly seems a great, middleweight all-rounder with a fresh premium style.