2024 Suzuki GSX-8S

Last year, Suzuki completely reinvigorated its middleweight streetbike lineup by introducing a lovable 776cc parallel twin that powers multiple models, including the GSX-8S, a middleweight streetbike that takes the reins from Suzuki’s much-loved but outdated SV650. With the new engine, a new chassis, functional rider aids, and daring—but not too daring—styling, the GSX-8S is the everyman’s do-it-all streetbike and a worthy successor to the SV650.

One of the consequences of the economic downfall of 2008 was that it effectively froze some motorcycle manufacturers’ lineups in time. For instance, alongside the occasional new or updated model, Suzuki soldiered on with some models for so long that it didn’t seem to matter how good they were—they just became too familiar.

But if any Japanese OEM has a chip on its shoulder, it’s Suzuki. Long-known for doing more with less, throughout its history Suzuki has undercut the prices of its competitors and still managed to blow the socks off ‘em. See: most GSX-Rs ever. When it gets it right, it really gets it right. That’s the Suzuki we know and love.

For decades, Suzuki’s do-it-all SV650 was the bike to beat in the middleweight streetbike category. It was affordable, its V-twin engine had loads of character, and its excellent chassis made it a visit-to-the-suspension-tuner-away from trackday bliss. But time marches on. In motorcycling, as in all things, sometimes keeping up with the times necessitates jumping on the bandwagon. So, to modernize its middleweight streetbike offering, in 2023 Suzuki introduced the GSX-8S, a clean-sheet design highlighted by a compact 776cc parallel-twin engine in addition to ride modes, traction control, and a TFT dash that have become requisite tech in the category. With styling that makes the SV650 look like a retro bike in comparison, the GSX-8S is the all-new platform we’ve been hoping to see since, well, about 2008. Insert here: allusion to a phoenix rising or a sleeping giant awakening.

The GSX-8S is unchanged for 2024 having just debuted in 2023. The GSX-8S and the V-Strom 800DE are the first models to feature Suzuki’s new 82 hp, 776cc parallel-twin engine, which is designed to be used across multiple model platforms for years to come.

Pricing has increased $150 for 2024. The GSX-8S is available in three colors; Glass Matte Mechanical Gray is new for 2024 and replaces Pearl Tech White.

The 2024 Suzuki GSX-8S has an MSRP of $8,999. There are no model variants, but owners can delve into Suzuki’s line of accessories to customize their motorcycle.

The GSX-8S is part of a diverse group of models that qualify as middleweight streetbikes. Not as performance-oriented as middleweight nakeds like the KTM 990 Duke, Triumph Speed Triple 765, or Yamaha MT-09, this more budget-minded category of streetbikes is highly competitive, which comes as a benefit to consumers as OEMs look to outdo one another by adding serious bang for the buck.

One could argue that the Yamaha MT-07, originally the FZ-07, dethroned Suzuki’s SV650 when it was introduced a decade ago. The preponderance of parallel twins in today’s market is in no small part due to the merits of the MT-07′s 689cc CP2 engine, which, thanks to its 270-degree crankshaft, gives the inline cylinder arrangement some V-like character. At $8,199, the MT-07 is $800 less expensive than the Suzuki, but has a smaller-capacity engine and doesn’t feature ride modes or traction control. At a claimed 406 pounds, it’s also nearly 40 pounds lighter.

Similar in concept to the Yamaha, the Kawasaki Z650 is available with ABS for $8,649 or without for $8,149. Unlike the MT-07 it features basic ride modes.

Honda breaks the mold with the CB650R by using a 649cc four-cylinder engine. It also has an inverted fork, basic traction control, and more traditionally attractive styling that veers from the others’ sci-fi-inspired silhouettes. At $9,399, it’s the most expensive of the offerings from Japan, which is to be expected considering it has two more cylinders. In terms of price and spec, however, it may be the Suzuki’s closest Japanese competition.

There’s no shortage of offerings from Europe either. The Triumph Trident 660 ($8,595) is less expensive, and features a three-cylinder engine that produces a claimed 81 hp and 47 lb.-ft. of torque. On the spec sheet, the smaller-displacement triple has roughly the same horsepower figure as Suzuki’s twin but is down on torque. Inverted fork, TFT instruments, and ride modes make the Triumph a superstrong contender. With a round headlight and plenty of nice aesthetic touches, the Triumph impresses with effortless British style.

Aprilia is also in the mix with its Tuono 660. Costing from $10,699 to $11,099, the mini-Tuono is significantly more expensive and veers toward the middleweight streetfighter category. Higher-spec brakes and suspension, sportbike-quality electronic rider aids (plus cruise control!), and a 95 hp engine (claimed) justify the added cost, but may take it out of contention for riders on more of a budget.

Then there’s the KTM 790 Duke, which will have the Suzuki (and maybe everyone else) looking over its shoulders. At $9,499, it’s only $500 more than the GSX-8S, but features higher-spec, adjustable suspension, IMU-managed rider aids, and higher performance figures. KTM claims the LC8c engine produces 105 hp and 64 lb.-ft. of torque. That’s more than 20 hp more than the Suzuki produces. A quickshifter and additional ride modes are also available.

If Duke styling doesn’t quite do it for you, the Pierer Mobility Group also offers the Husqvarna Svartpilen 801 ($10,899). It’s essentially a 790 Duke with different styling. It includes a quickshifter as standard as well.

From China, the CFMoto 800NK uses a KTM-designed engine that produces numbers just shy of the Duke’s. At $8,499, it’s a bit less than the Suzuki. The 800NK has adjustable KYB suspension, ride modes, J.Juan brakes, and a TFT dash. CFMoto certainly doesn’t have the same pedigree of the world championship-winning brand from Hamamatsu, but the 800NK gives a lot of bang for the buck.

The GSX-8S has a larger-capacity engine than its Japanese competitors, uses an inverted fork (unlike the Yamaha and Kawasaki), and hits a sweet spot of price and performance.

Suzuki’s new parallel-twin engine is designed to be compact and adaptable. Suzuki claims it produces 82 hp at 8,500 rpm and 57.5 lb.-ft. of torque at 6,800 rpm. The 84mm bore and 70mm stroke is quite rational compared to the oversquare fours popular in previous decades.

Kevin Cameron explains: “It moves away from the 25-year sportbike trend toward ever-shorter strokes and bigger bores because it is designed to accelerate most strongly at revs riders actually use rather than at revs capable of winning those close Daytona 600 races. Its ratio of bore to stroke is just 1.2. Compare this with MotoGP, which is limited by rule to 1.68. Or with the most extreme of Formula 1 engines, way out at 2.3! Because it doesn’t need valves big enough for operation at 16,000, the bore can be made smaller. This speeds combustion by shortening flame travel and it also improves economy by reducing the heat-loss surface area of combustion chambers and piston crowns.”

On the road, power is always accessible with strong bottom-to-midrange torque on demand. Although the engine is amazingly flexible and doesn’t require a ton of rowing through the gears, the quickshifter is totally dialed when you need to work the gears. Revving it out like a 600 supersport is neither necessary nor terribly efficient since power begins to taper off as redline approaches. Keeping the engine in the fat part of the torque is much more rewarding and keeps the 8S chugging along at a nice clip.

Generally speaking, most testers say Suzuki hit the ball out of the park with its new parallel-twin engine.

Like the engine, the GSX-8S’s frame is an all-new design, but one that doesn’t set out to rewrite the rule book. Two steel upper rails run above the engine, with a trellis-style section of chassis between the headstock and the upper engine mounts, and a pressed and welded steel section behind the motor to hold the aluminum swingarm.

At the back, the tubular steel subframe is a bolt-on design. The wheelbase is longer than you might expect, at 57.7 inches, and the 25-degree rake suggests a moderate balance between agility and stability.

KYB provides the nonadjustable USD fork and the rear monoshock. The cast-alloy wheels are 17-inchers, with a surprisingly wide 180-section rear to give a muscular look.

In terms of handling, at normal speeds on smooth roads, there is very little to complain about. It’s stable through fast transitions and yet flicks into hairpins with ease. The upright handlebar provides plenty of leverage to get it turned quickly.

When rougher sections of road are encountered, the bike’s shock is put to the test. Although the stock settings are a bit on the soft side, they are actually ideal for keeping it plush in the bumpier sections. The sole complaint would be that without provisions for compression and rebound damping, the only option would be to add more preload, which doesn’t in any way improve the shock’s ability to manage sharp hits and then quell the rebound. But when you take into consideration the bike’s reasonable MSRP, you have to forgive it and move on. And while the shock seems to get overwhelmed at times, the KYB fork does a good job not only tackling those bumps, but helping the front end provide good feedback to the handlebars.

Radial Nissin four-pot calipers on the front clamp a pair of 310mm discs, with the usual single-piston sliding caliper at the rear on a smaller 240mm rotor. ABS comes standard. Feel at the lever is progressive without feeling edgy, and power from the front easily sheds speed at any rate. Nothing fancy here, just solid stoppers.

Suzuki claims the GSX-8S achevies 56 mpg. With a 3.7-gallon tank, a range of 207 miles is theoretically possible.

The GSX-8S has a wide and relatively tall bar paired to low pegs mounted almost directly beneath the seat. The seat height is about an inch higher than that of the SV650 at 31.9 inches, but it’s also a half an inch lower than KTM’s 790 Duke and almost identical to Yamaha’s MT-07. The seat itself is firm but comfortable, and the bike feels very slim between the legs. The riding position is relaxed enough for long-ride comfort and puts the rider in the right position when the going gets twisty.

Accessories including a small screen, soft luggage, and heated grips all help boost the GSX-8S’s utility.

Three riding modes are on offer—A, B, and C (for “Active,” “Basic,” and “Comfort”)—each with a different throttle map to alter the power delivery. There’s also a trio of traction control settings with different levels of intervention and ABS. Without an IMU, rider aids aren’t lean-angle sensitive. There’s full LED lighting, as you’d expect these days, and a 5-inch, color TFT dash with a choice of display modes.

Additional technologies include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds. A bidirectional quickshifter comes standard.

There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

Suzuki is known for building reliable motorcycles and the 8S is no exception. Fit and finish is typical Suzuki, which is to say, function is prized over form. No complaints here.