Suzuki GSX-8R 2024 Launch Review

Mention ‘middleweight Suzuki sportsbike’ to most people and they probably picture the venerable GSX-R750, whose pedigree stretches back to 1985 when it blew the collective minds of the motorcycle media. Suzuki Australia’s decision to axe perhaps the most iconic motorcycle in its line-up can’t have been easy, but alas, emissions regulations and sales targets leave little room for sentimentality in the phonebox brawl that is the Australian motorcycle market.

Into the breach steps the sexy new GSX-8R, but this is no like-for-like replacement. The 8R is based on the parallel-twin GSX-8S naked bike released last year, with the same basic frame and driveline, but further developed to enhance its handling prowess. Suzuki says the 8R is ‘the new standard of sport’, so to determine what that actually means we traversed a variety of challenging Victorian tarmac from the central plains to the legendary Great Ocean Road.   

What does the 2024 Suzuki GSX-8R cost?

Today’s middleweight sportsbike segment is changing. Razor-sharp supersport machines such as the YZF-R6 and ZX-6R are still available, but more affordable, versatile motorcycles are now dominating sales charts. Cost-of-living pressures mean coin is king, and the 8R’s $14,990 ride away price-tag places it squarely in the territory of contenders such as Honda’s $13,893 CBR650R, Yamaha’s $15,649 R7HO and Kawasaki’s $12,998 Ninja 650. Like the GSX-8R, the sporty Aprilia RS 660 comes with a bi-directional quickshifter and customisable riding modes, though it’s considerably more expensive at $22,740. And Triumph is gearing up to release its new Daytona 660 – a three-cylinder offering that starts at $14,790 ride away.  

What powers the 2024 Suzuki GSX-8R?

The same 776cc engine found in the GSX-8S and V-Strom 800 is deployed in the 8R, which is no bad thing as the grunt-laden character of the 270-degree parallel-twin makes both those machines mighty easy to live with. You could argue that a Suzuki model designation ending in an ‘R’ deserves some extra mumbo, but to ensure the 8R remained as affordable as possible, the engine was left unchanged. Still, the power of 82 horses (61kW at 8500rpm) is not to be dismissed, and it’s the 78Nm of tyre-stretching torque at 6800rpm that you notice more when you’re squirting away from traffic lights.

What equipment does the 2024 Suzuki GSX-8R have?

Forged aluminium clip-ons now sit behind a wind-tunnel designed front cowl, providing extra high-speed stability and wind protection. The suspension has also been beefed up to cope with higher braking and cornering forces, with a Showa Big Piston fork at the front and preload-adjustable Showa mono-shock at the rear.

Dual 310mm, ABS-equipped, radial mount Nissin front callipers are carried over from the 8S, along with 5-inch Colour TFT LCD, forged aluminium wheels, LED lights, slipper clutch, bi-directional quickshifter and Sportmax Roadsport 2 Dunlop rubber.

Yellow, metallic blue and metallic silver/red colour options are available, all of which look fantastic to my eye. The consensus from the assembled journos and Suzuki employees seemed to be that the yellow was most striking, but my favourite shade seemed to be whichever option I last ogled.

What electronics and safety features does the 2024 Suzuki GSX-8R have?

Electronic acronyms on modern sportsbikes are proliferating faster than police radars on an Easter weekend, and the GSX-8R is no exception, with Suzuki’s Intelligent Ride System (S.I.R.S), Suzuki Drive Mode Selector (SDMS), and Suzuki Traction Control System (STCS) all standard. Roughly translated this means the rider has access to three separate A, B and C ride modes that can be adjusted on the fly. Each mode features different throttle, torque and traction control settings, with A being the sharpest throttle and least traction control for sporty rides on dry roads, and C being the softest throttle response and highest traction control intervention for dicey conditions. ‘B’ mode sits in between for relaxed cruising.

Traction control and throttle response can also be individually tailored in each mode, and the TC can also be completely disengaged. There’s no cruise control though, which is slightly strange given the sophistication of the rest of the package.

What is the 2024 Suzuki GSX-8R like to ride?

This is a motorcycle you sit in rather than on, with relatively high bars and reasonable leg room. Planting my 82kg posterior on the cushioned 810mm high seat, I can just about put both feet flat on the ground, and the mirrors provide a clear rear view.

While the Showa suspenders are more heavily sprung than the KYB units found on the 8S, it’s quickly apparent that the damping is still supple but more controlled. Such friendly first impressions are initially surprising given the 8R’s compact, muscular stance – like approaching an aggressive looking hound only to have it roll over for a belly scratch.

On our way through country Victoria we encountered some stretches of bitumen that both time and VicRoads seem to have forgotten, but the Showa suspension soaked up potentially spine-compressing ruts with a shrug. While forgiving on the open road, the suspenders also served up plenty of feedback when the gentle sweepers morphed into gnarly Otways switchbacks, allowing me to quickly build a confident rapport with the chassis. The 1465mm wheelbase and 25° / 104 mm rake and trail mean turn-in isn’t super-sharp but cornering stability is excellent, and road imperfections don’t interrupt your rhythm as they might on something more stiffly sprung.

Tucking in behind the screen as the pace heated up, it felt natural to move my bodyweight around on the pegs while hanging my butt off the seat a bit more, and with the Sportmax hoops warming up I dialled back the TC in ‘A’ mode. I started experimenting with just how early I could nail the throttle on exits, but the smooth, torquey twin seemed to conjure up grip like there were miniature suction cups sticking the rear Dunlop down. That fuss free, sneaky-strong exit drive and sure-footedness makes the 8R a very effective B-road bomber.

Back into tourist-laden, roadwork-blighted roads, selecting the more relaxed ‘B’ ride mode via the switchblock buttons was very simple, the only caveat being that you need to have the throttle closed. That requires that you check your proximity to other vehicles before you make any adjustments, which is slightly annoying but probably good practice anyway.

Handily, the most recent ride mode settings are ‘remembered’ by the ECU, meaning you don’t have to re-enter your favoured values every time you stop for fuel. Refuels needn’t be too common an occurrence though, with the 8R economy readout showing around 22kms per litre – yielding a range of around 270kms.

Should I buy the 2024 Suzuki GSX-8R?

Decades of sports motorcycle development have resulted in increasingly extreme, track-focused bikes, but the new 8R shifts the goalposts to a riding experience that’s lively and fun without sacrificing everyday useability. Unless you own a caravan next to a racetrack the 8R makes so much more sense as a sporty, road-going machine. It’s unintimidating, sophisticated, comfortable, and affordable, but still more than capable of putting a silly smile on your dial on a weekend blast. It’ll even pop a cheeky wheelie. I’m also yet to come across a single soul who isn’t besotted with the styling, even if some find the stacked headlights slightly controversial.

Given its excellent highway manners it’s a little disappointing that the 8R lacks cruise control, but understandable given the need to keep the price as low as possible. If this is Suzuki’s ‘new standard of sport’ middleweight, then sign me up. I’ll have mine in blue. Or yellow. Or silver.

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel-twin
Capacity: 776cc
Bore x stroke: 84.0mm x 70.0mm
Compression ratio: 12.8:1
Engine management: Bosch electronic fuel injection, ride-by-wire

PERFORMANCE
Claimed maximum power: 83hp (61kW) at 8500rpm
Claimed maximum torque: 78Nm at 6800rpm

ELECTRONICS
Type: Bosch
Rider aids: ABS, traction control, quickshifter, USB port, 5-inch TFT display
Rider modes: Active, Basic and Comfort

TRANSMISSION
Type: 6-speed constant mesh
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: Steel
Front suspension: Showa forks
Rear suspension: Showa monoshock, preload and compression adjustable
Front brakes: Twin 310mm discs with four-piston radial callipers, ABS
Rear brake: 260mm disc with single-piston calliper, ABS
Tyres: Dunlop Sportmax Roadsport 2 tubeless – front 120/70ZR17M/C (58W), rear 180/55ZR17M/C (73W)

DIMENSIONS AND CAPACITIES
Rake: 25°
Trail: 104 mm
Claimed wet weight: 205 kg
Wheelbase: 1,465 mm
Seat height: 810 mm
Fuel capacity: 14 L

OTHER STUFF
Price: $14,990 ride away
Colours: Pearl Ignite Yellow, Metallic Triton Blue and Metallic Matt Sword Silver
Warranty: Three years, unlimited kilometres