Is the 2024 GSX-8R all that its cracked up to be?
It’s no secret that we are currently in the middle of a new parallel-twin heyday in motorcycling. This format has been adopted by all four of the Japanese companies and a large chunk of European companies as well. There are many reasons for this, from lower manufacturing costs, to emissions, to simply a more user-friendly power delivery. No matter the reason, this engine configuration is here to stay for the future.
The engine is the first new platform from Suzuki in a very long time. And while Suzuki was a little late to the party, there is no question that its new 776cc, 270-degree crank twin is a winner. This engine has allowed Suzuki to pump out no less than four new models over the past couple of years that utilize it, from a pair of VStrom adventure bikes, to the aforementioned 8S, and now this 8R. But what is the mission of this latest sportbike, and does it foreshadow the demise of the GSX-R600?
While in the 8S it provides excellent real-world delivery that is equally useful around town or jumping out of tight hairpin corners on a mountain road. The prospect of taking that flexibility and applying it to a fully faired sportbike makes perfect sense, offering easy-to-access performance that doesn’t require you to be at 10/10ths to extract it.
Claimed output is 81.8 hp at 8,500 rpm and 57.5 lb.-ft. of peak torque at 6,800 rpm (our V-Strom 800DE made 72.2 hp at 8,550 rpm, and 50.1 lb.-ft. of torque at 5,550 on the Cycle World dyno at the rear wheel). The engine utilizes a 270-degree crank which mimics the sound and delivery of a V-twin like the one used in Suzuki’s long-standing SV650. The details and advantages of this new parallel twin (which you can read more about here from Kevin Cameron) include less parts, lower emissions, less weight, and easier packaging.
The engine’s tractability and broad power are ideally suited to twisty mountain roads. There is always torque available when exiting tight hairpins, which gives you a couple of options on gear choice and eliminates the need to wring the bike’s neck all the time. The very nature of the engine makes it easy to ride around town too. The combination of Suzuki’s Low RPM Assist System that increases engine speed a touch when pulling away from a stop, assist and slipper clutch, and tractable engine make stop-and-go traffic worry-free.
Rain-slicked roads provided the perfect opportunity to explore the ride-by-wire-powered Suzuki Intelligent Ride System (S.I.R.S.), which includes the Suzuki Drive Mode Selector (S-DMS), Suzuki Traction Control System (STCS), and also incorporates the Bi-directional Quick Shift System. The three ride modes are: mode A (Active), which has the sharpest throttle response and ramps the power up in a more direct manner; mode B (Basic), with a softer throttle response and less aggressive delivery; and mode C (Comfort), which has the same peak output, but most mellow throttle response and power delivery.
Like the V-Strom 800DE and 8S, the 8R’s electronic rider interface is simple to navigate and easy to implement. On the left handlebar pod you have a mode button and an up/down-rocker switch. You can easily change between modes on the fly by simply closing the throttle, and even better, the selections are sticky and won’t revert to a default after you cycle the key or ignition.
On the rainy morning, we tried all the modes and eventually settled on mode B. You also have the traction-control system backing you up, which like the modes can be selected on the fly by toggling to the setting you’d like and briefly closing the throttle. This setting also stays put and won’t revert when the bike is turned off (even when TC is turned to Off). While the S.I.R.S. system is simple and doesn’t offer the range of adjustment of many of the latest high-end sportbikes, it’s effective and easy to use, which fits the theme of the 8R.
Another area in which the GSX-8R is nearly identical to the 8S is the chassis, though there are a few key differences. The bikes share an identical 57.7-inch wheelbase. Front-end geometry measures the same 25 degrees of rake and 4.1 inches of trail, and they share the same 31.9-inch seat heights. Both bikes have a steel-backbone style frame and bolt-on steel subframes. Each model uses Nissin four-piston radial-mount calipers up front with a pair of 310mm discs, and a single-piston caliper and 240mm disc at the rear. Cast aluminum wheels measure 17 x 3.5 inches front and a wide 17 x 5.5 inches at the rear with a 120/70-17 and 180/55-17 Dunlop Roadsport 2 tires the standard fitment.
The biggest difference between the 8R and 8S chassis spec is the suspension. While the naked bike uses KYB units front and rear, the R uses a Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes. The unit doesn’t have provisions for adjustability and provides 5.1 inches of travel. At the rear, the 8R uses a Showa shock with preload adjustment and the same 5.1 inches of travel.
Perhaps more so than any other Japanese company, Suzuki is famous for its sportbike heritage. In the case of the GSX-8R, the bike carries on the GSX-R DNA and proves to be a fast and competent bike on the racetrack, and will likely make a fun and inexpensive platform for young riders to hone their skills on in Twin Cup competition. The improved suspension compared to the 8S and added wind protection increase the sportiness too. Starting at $9,439, the 8R provides a level of performance that exceeded our expectations both on the track and on the street. What’s most impressive is that this new platform of models from Suzuki has allowed the company to rebound from a slow decline as the company fell behind the competition. But now Suzuki fans have a lot to cheer about, and we imagine that there is a lot more in the pipeline to come.
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