After years of relative radio silence, Suzuki went big at the EICMA in Milan last year with a new two-cylinder 800 platform, consisting of the V-Strom 800 and GSX-8S. In the southern French mountains of Verdon, Suzuki’s new Streetfighter was extensively introduced. The extensive test will follow soon, but we have already put our first findings online.
A streetfighter for the middle segment, which would appeal to the widest possible audience, that was what Suzuki had in mind with the new GSX-8S. A motorcycle with infinite potential and unlimited fun. Exciting enough to challenge experienced motorcyclists and at the same time accessible enough not to scare off beginners. To realize this, the development team led by Chief Engineer Tetsuya Banjo was given carte blanche.
During the presentation, Suzuki emphasizes that the GSX-8S was developed simultaneously with the new V-Strom 800, including the frame and engine that are identical for both models. Which is quite remarkable, considering they are two completely different segments. In the extensive test, this matter will be discussed in more detail, in a nutshell, the team had set the following goals for the block: well-balanced performance, mass centralization, all-road suitability, more freedom in styling and contributing to CO2 neutrality.
The latter has been translated into a claimed consumption (according to the WMTC measurement method) of 4.2 liters per 100 kilometers, or 1 to 23.8 km, but then you should not let go of a dozen journalists with a French front driver who his driving style could very well be the cousin of Fabio Quartararo or Johann Zarco. At the end of the day, the indicator in the very clear TFT display indicated an average consumption of 7.1 liters per 100 kilometers – 1 in 14.
As far as the bicycle part is concerned, the starting point was to maximize the driving pleasure, with a slim and lightweight frame and a good weight distribution. When you put the dimensions next to those of the GSX-S750 and GSX-S1000, you hardly see a difference in both the total length and the wheelbase, the length of the swingarm, head angle and trail and the height of the saddle, but a big difference in weight: Suzuki claims a curb weight of 202 kilos, which is 10 kilos lighter than the GSX-S750.
Compared to the 750, the GSX-8S also has very extensive electronics, with adjustable traction control and throttle response, both adjustable in 3 positions (and, as far as traction control is concerned, can also be switched off. All three riding modes deliver maximum power of 84 hp at 8,800 rpm and the maximum torque of 62 Nm at 6,400 rpm, the difference is in the way that is achieved.
This is very noticeable on the beautiful mountain landscape straight through the Verdon towards Castellane. From the coast towards the mountains, the C-mode is very doable, but once in the mountains you quickly fall short when you have Zarco’s cousin as a front driver. The difference between A and B is less, but still noticeable, but the A mode is so incredibly good that B was not even necessary for us. Perfect, we even dare to say.
We also really have nothing to criticize about the traction control. In position 1, despite the sometimes bad road surface, it has not intervened once, in position 2 it was every now and then. Only in position 3 did the TC control lamp flash in the display on the lighting of a Christmas tree, the intervention itself, on the other hand, was very subtle. At no point did it feel like the traction control was spoiling the fun.
The only thing we weren’t so enthusiastic about was the quickshifter, upshifts are too abrupt and downshifts too slow. BamBamBam Three ticks back? Forget it, it’s more like Bam…Bam…Bam…
As insanely beautiful as the block runs, so super fun is to put the bike from one ear to the other. “Steers like crazy,” I note in my notebook. That Streetfighter story really wasn’t a bluff poker from Suzuki. The only limitation is in the suspension, with Suzuki placing the emphasis more on comfort than stability. And in particular the non-adjustable 41 mm KYB upside-down front fork, which appears to be on the weak side in stop&go driving style.
Aggressive braking translates into a front fork that dips in very quickly (but luckily doesn’t bottom out, that’s for sure), causing a lot of movement in the chassis. Building up the brake pressure a bit more slowly, using the rear brake fully and making corrections only with the rear brake, however, appears to work wonders. Then there is no question of diving in and the engine appears to be much more stable with braking.
It also does the braking very well, the only downside was that the ABS intervened quite quickly, but we cannot escape the impression that the cold temperature – yesterday it had snowed here and the snow was still too much on the roadsides. see – definitely played a role in this. That plus the blazing pace of Zarco’s cousin.
All in all, Suzuki has put a damn good motorcycle on the market with the GSX-8S, with a striking design, a fantastic block, very good electronics, a very easy and manoeuvrable chassis and good brakes. The suspension is not suitable for aggressive start/stop use, but we are convinced that if you have adjusted your driving style accordingly, you will give many guests on more expensive (and faster) motorcycles a bad day.
– Thanks for information from Motorfreaks.