Bike Review | 2025 Suzuki GSX-8R Test

The Suzuki GSX-8R is a welcome addition to Suzuki’s motorcycle lineup. Whether you’re tackling the sweeping curves of the Old Road or Oxley, navigating city streets on the way to work or even heading to a track day, the GSX-8R could cover the job for you. Check it out.

Based on the fantastic GSX-8S nakedbike, the faired GSX-8R slots into the Street Sports category.

We first rode the GSX-8R at the Australian launch held along the Great Ocean Road way back in March last year. You can read Pommie’s Launch Report here… Further back, six months earlier, I headed to the Sunshine Coast for two massive days on the naked version of the GSX-8R, the GSX-8S. I rode the bike on the twist mountains for a day, then lapped Lakeside Raceway the next. Check out my GSX-8R video here… I left that ride thinking about how awesome a faired version would be…

GSX-8S launch, Lakeside Raceway. Pic: Suzuki Australia

Suzuki GSX-8R Aussie Launch. Pic: Suzuki Australia

Visually, the GSX-8R is a striking piece of engineering. Its sharp, aerodynamic lines and full fairing give it an aggressive yet sophisticated appearance. The fairing isn’t just about aesthetics—it also provides effective wind protection, making long rides more comfortabl, but a taller screen would be awesome for taller riders like me. I am sure there are plenty of aftermarket ones out there. Tinted, please!

“At the heart of the GSX-8R lies a 776cc parallel-twin engine, a powerplant that is proven already in the GSX-8S.

Available in three colours, including Suzuki’s bright yellow as tested, the GSX-8R really moves away from that traditional Gixxer look. It’s a shame for old farts like me, who still think the 750T looks modern, but it definitely kicks goals with modern styling and the headlight is pretty futuristic. Like all modern Street Sports and Sportsbikes, the fairing is minimal and has sharp lines, in a 2025 way…

Our bike was supplied in Pearl Ignite Yellow, but it is also available in Metallic Triton Blue and Metallic Matt Sword Silver.

At the heart of the GSX-8R lies a 776cc parallel-twin engine, a powerplant that is proven already in the GSX-8S. The engine features a 270-degree crankshaft, which gives it a characterful exhaust note (but a pipe would be awesome) and a torque delivery not unlike that of a V-twin.  The GSX-8R excels in the midrange, making it a breeze for overtaking on highways or powering off corners with long, tall gears.

The power delivery is smooth and predictable, giving confidence whether you are new to bikes or have years of experience as a rider. And it pulls hard all the way to the top-end. I found shifting at around mid 8000rpm best, leaving a 1000rpm overrev between corners on my local hills. Fun stuff. there are three maps, A, B and C. I preferred B most of the time, it had a smooth throttle pick-up.

Left handlebar with easy to use menu buttons.

Basic right side switches, conventional master-cylinder.

Two-way quickshifter is smooth and accurate.

Nissin four-piston radial-mount calipers.

One of the standout features of the GSX-8R for the price point is its standard two-way quick-shifter, which allows for seamless upshifts and reasonably refined downshifts. I found the back-shifts reliable and great, but at times the upshifts could have been faster. There seemed to be a delay at times, making for slightly jerky progress and unbalancing the chassis when shifting mid-turn for instance.

The GSX-8R has soft suspension that still supports sports road riding, while soaking up the bumps, and there is outstanding grip on offer too…

The GSX-8R has soft suspension that still supports sports road riding, while soaking up the bumps, and there is outstanding grip on offer too… Decent ground clearance from the footpegs makes it an ideal weekend scratcher. The SHOWA BPSFF forks are non-adjustable and the SHOWA shock is only preload adjustable, which is a cost saving thing to keep the price low but it would be nice to have preload and rebound both ends, for some fine tuning.

 “It feels light, flickable and easy to manage in the twisties and in town”…

In saying that, the set-up, like with the 8S, is bloody good and Suzuki have done an outstanding job finding an overall balance. Track testing on the 8S proved it was OK there, too, so I can only assume the same for the 8R. The bike weighs in at 205kg, but that, although a bit porky, really isn’t evident when riding. It feels light, flickable and easy to manage in the twisties and in town.

Love or hate the looks, this is the way bikes are going these days with every smaller fairings and sharp lines. In a world where bikes tend to blend in together, the GSX-8R stands out, but it doesn’t look like a traditional Suzuki at first glance..

The ergonomics of the GSX-8R further enhance its versatility. Clip-on handlebars (which are forged alloy) provide a sporty yet relaxed riding position, something I am more than happy with these days as I get closer to 50! The seat height of 810mm means that the GSX-8R is really accessible for most riders, and the narrow profile makes it easy to manoeuvre in traffic or at low speeds. I would not want to be a pillion, though, as the seat is tiny. I don’t get why Suzuki didn’t make it a good pillion bike…

120/17 – 17 Dunlop SportMax RoadSport 2,

220mm rotor, 180/55 – 17 Dunlop Sportmax Roadsport 2 rear tyre.

Still, Suzuki has done an excellent job of designing a bike that feels comfortable and engaging across a variety of use cases. I rode the bike for two weeks and commuted on it daily to BikeReview HQ, which is 30km return in urban conditions, usually with a detour to BWS, and it handled the bump in the driveway there really well! Ha! Seriously, I enjoyed my time commuting on the bike way more than I would on a GSX-R, and I still had the fun of taking the long way home through the mountains if I wanted to, without compromising on commuting comfort. It just made a lot of sense to me…

Full-colour TFT dash, Suzuki Intelligent Ride System. The screen could be a tad taller for highway use…

For Australian riders, who often contend with unpredictable weather and road conditions, the GSX-8R’s electronic rider aids are a welcome inclusion, too, as I found out over my two weeks. A mentioned, the 8R features three selectable ride modes: Active, Basic, and Comfort. Active (A) mode delivers sharp throttle response and maximum power, which I used up the Old Road for the shoot, for example.

The riding position is not sportsbike-like, more an upright comfy seating and handlebar layout, that still allows for an aggressive tuck when on the go… A taller screen would be nice, though.

Basic (B) mode provides a more balanced approach, with a softer initial throttle but still full power up top, while Comfort (C) mode softens the throttle response for smoother performance in wet or slippery conditions. The modes are easily changed with Suzuki’s tried and tested simple left switchblock switch and can be done on the fly… C is great in the wet, and B is good for daily riding in general.

14L fuel tank is a bit small…

No storage under the seat and a tiny pillion seat.

Basic shock, does the job though but serious sports riders will want an upgrade.

The wheel design looks great. Final gearing is pretty tall but it works well with the broad spread of power.

Suzuki has also equipped the GSX-8R with TC of course. While it lacks the advanced capabilities of IMU-based systems found on higher-end bikes, it performs effectively in real-world scenarios. It has three settings that can also be changed on the fly – 3, 2, 1 and Off (for wheelies!). I generally ran it on 2 and found that gave me piece of mind but throttle freedom so to speak…

The GSX-8R has a traction control system that does the job well, no slides or losses of traction were experienced.

This straightforward approach aligns with the GSX-8R’s user-friendly character, making it a great choice for riders who value practical, easy-to-use features, in an era where technology is going crazy. Sometimes it takes me a full week of riding to learn the switches and dash of a bike, but not the 8R. The simple but perfectly designed TFT dash is really easy to use, clear to see and has everything you would need – well, except I could not find ambient temperature, but that is not the end of the world.

The paralle-twin puts out 61kW@8500rpm and 78Nm@6800rpm and is a compact little unit…

Braking performance on the GSX-8R is another area where Suzuki has delivered a reliable and effective Street Sports type of package. Dual front rotors and a single rear rotor provide strong stopping power, with good modulation and feedback through the lever at the front, without popping your eyeballs out of their sockets. I used them really hard for ages in the photoshoot and there was no fade.

Out the back, the single rear brake was also just right – giving enough feel and power to help with setting the bike up for cornering, or for negotiating the traffic on the way to the office. Placement of the rear brake lever was fine for me and my size 12.5 bike shoe/boot, and the footpeg height and overall rider ergo’s really worked well for me in general, which is rare for me at 187cm and, well, a bit porky!

25-degree steering angle and 104mm trail makes for a very stable bike, but it can still be flicked through the twisties quickly enough.

The bike comes fitted with Dunlop Sportmax Roadsport 2 tyres, which offer really good grip in all situations I rode in, I was really impressed with them to be honest, wet or dry. They don’t give super intimate feel, but they work over a broad range of temperatures and surfaces, and give a nice rolling feel over bumps too. The 120 and narrow-ish 180-section means the bike corners pretty quickly, too.

Conventional master-cylinder.

Cable-actuated clutch, no span adjustment.

The 776cc engine.

Steel frame, trick forged alloy swingarm, stubby exhaust outlet,

While the GSX-8R excels in many areas, it’s not without its limitations. The 14-litre fuel tank, while sufficient for shorter trips and daily commutes, may prove restrictive for long-distance sports-touring trips if you have sections of flat-out riding. In saying that, we got 4.2L/100km so that would give us an average range of about 300km, so that is not too bad. We were refuelling well under that, though.

Flicking the GSX-8R through the local twisties is a great experience. It is not a GSX-R1000, but it handles brilliantly and is probably just as quick through the tight stuff, in more comfort!

The absence of cruise control is a surprising omission, given the bike’s Ride-by-Wire throttle system. For us Aussie riders that seem to be crazy and tour on Street Sports and Sportsbike motorcycles, we love our cruise control, so hopefully Suzuki add that in the future to both the 8R and the 8S.

The stacked LED headlights replace the traditionally shaped Suzuki GSX-R headlights. We are all in disagreement whether they look good, or too much like a streetfighter styled headlight…

Despite that minor drawback, the GSX-8R represents good value for money. Priced at $14,990 Ride Away, it offers a compelling package in the competitive middleweight sportbike segment. Its combination of accessible performance, thoughtful design, and modern features makes it a strong contender for a wide range of riders, particularly ex sportsbike riders who are getting old!

The GSX-8R doesn’t require an all-or-nothing riding approach to cornering, like a dedicated sportsbike does, making it ideal for the roads…

Whether you’re an experienced motorcyclist looking for a versatile daily rider or a newcomer ready to step up to a mid-capacity bike, the GSX-8R delivers an experience that’s both engaging and practical. In an era where we are seeing the demise of the true sportsbike from the Japanese brands, with only the Euro brands truly taking on the performance market, fans of Japanese brands have to find new ways to get thrills and these ‘universal’ sportsbikes are making a lot of sense these days…

First of all, they are really easy to ride compared to a full blooded 200-plus horsepower sportsbike, they don’t try and spit you off when you get it wrong, the probably won’t put you in the slammer like 299km/h will and they won’t bankrupt you if you have a stack. Plus, half of them are fun on the track as well, enough to blow the cobwebs off the kneesliders, anyway. I am starting to dig these things…

A fast bumpy downhill change of direction like this that is really tricky on a stiff bike is a breeze on the GSX-8R…

Suzuki’s commitment to creating motorcycles that cater to real-world riders shines through in this instance, and the GSX-8R is a testament to the brand’s ability to deliver bikes that are as enjoyable as they are practical, which goes some way to us missing out on development of the flagship sports models in the GSX-R family, or seeing them in MotoGP or WorldSBK…  I suggest you include the GSX-8R if you are in the market for a middleweight Street Sports bike, it’s worth a spin on…