2023 Suzuki GSX-8S Model Overview

Suzuki have just revealed the updated GSX-S750, but someone’s stole half the cylinders… Oh wait sorry this is the new GSX-8S unveiled at EICMA, and arguably the styling standout of the new 2023 models we’ve seen so far.

All-new is the 776 cc DOHC parallel twin, which to its credit is a 270 degree crank, so king of the parallel twins when it comes to character.

Power is 61 kW at 8500 rpm, with torque – probably the more important figure – peaking at 79 Nm and 6800 rpm. By comparison the GSX-S750 offered an additional 13 kW, but about 4.5 less torqueses – that’s the technical term – with the need to rev the bike harder to get at it. Engine preference will play a part here of course, but a four sounds better, especially at song.

Taking a look at the dyno chart provided, the 8S builds power pretty steadily, however torque ramps up before quite a visible lower mid-range dip, recovering for a late mid-range peak, and then just slowly falling off for the latter half of the rev range.

That’ll probably mean a more thrilling punch of torque low in the mid-range and a very manageable and predictable top-end.

A Suzuki Cross Balancer is apparently new in production motorcycles, so it’ll be interesting to see if there’s a notable difference between this engine and say the MT-07 or 890 Duke as far as character.

Ride-by-Wire is run, with dual 42 mm throttle bodies and high-pressure fuel injectors for efficiency, while the airbox is situated under the rider’s seat

A two into one exhaust meets at a sizeable collector with a tiny muffler exiting near the rear rim, as it’s unlikely much sound dampening is required after two cats and that collector. It’s a win for weight centralisation however. Hopefully it’s not a one-piece exhaust…

The Suzuki Clutch Assist System is also run, in other words a slip and assist clutch, as well as Low RPM Assist, the latter making the bike harder to stall.

Suzuki Easy Start is also featured, alongside Ride Modes and Traction Control, with the three ride modes all reaching peak power, but offering much softer power curves in the lower two modes. TC is likewise a three-mode system, which either ramps up intervention, or allows more spin, depending which you choose.

In a cool move a bi-directional quickshifter is standard, which is a personal favourite, however there’s no IMU, a feature also missing on the new Hornet from Honda.

A new frame and swingarm were also developed for the 8S, with the frame and subframe in steel tube, while the swingarm is a light aluminium unit specifically for this model.

Brakes are a pretty no-fuss setup, dual 310 front rotors with Nissin four-pot calipers, a 240 mm rear rotor and single-pot caliper, so pretty much what you’d expect, backed up by regular ole ABS.

Ergonomics are typical nakedbike, tall bars, easy to reach pegs and a contoured seat coming in at 810 mm, which pretty middling for a mid-capacity naked. ‘Bars are fairly wide and nicely tapered back to the rider, with a clear TFT display run to good effect. That’s a five inch full colour TFT too, with day and night modes.

A toggle on the left switchblock with Mode button provides access to the various settings and is a simple and elegant solution that’ll be easy to use on the run.

KYB provide the USD fork and monoshock, and there’s preload adjustment on the rear, in a fairly basic overall setup.

Wheels are cast items, that’ll be shod in Dunlop RoadSport 2 radial tyres, and those sizes are a 120 by 70 front and 180 by 55 rear, so very common sizings.

AN LED headlight is quite minimalistic, and joins the LED indicators and taillight, although those indicators are quite large and fairly traditional looking for LEDs.

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