Tag Archives: Suzuki GSX-8S

Rider Comparo: 2024 CFMOTO 800NK vs. Suzuki GSX-8S

2024 CFMOTO 800NK 2024 Suzuki GSX-8S
With short wheelbases, sporty geometry, and low curb weights, the CFMOTO 800NK and Suzuki GSX‑­8S hustle through tight corners with ease. (Photos by Kevin Wing)

Back in the ’70s, Cycle magazine coined the term “Universal Japanese Motorcycle” to refer to the proliferation of standard bikes built by the Japanese Big Four that adhered to the same formula: air‑cooled inline‑Fours with tubular cradle frames, disc front brakes, telescopic forks, and dual rear shocks.

Much has changed in the last five decades, but manufacturers still stick to tried‑and‑true formulas when designing motorcycles. These days, regardless of where bikes hail from, there has been a convergence in the middleweight class on parallel‑Twin engines because they are cost‑effective to produce, easy to package within a frame, and flexible in terms of tuning. Also known as vertical Twins because the two side‑by‑side cylinders stand upright, modern versions typically have liquid cooling, fuel injection, and a 270‑degree crankshaft that produces a V‑Twin‑like rumble.

2024 CFMOTO 800NK 2024 Suzuki GSX-8S
We put the CFMOTO 800NK (left) side-by-side with the Suzuki GSX-8S (right) for this comparo.

Last year, Suzuki, a veteran of the UJM wars, introduced a liquid‑cooled 776cc parallel‑Twin that powered two new models: the GSX‑8S naked sportbike and V‑Strom 800DE adventure bike. The engine has DOHC, 4 valves per cylinder, a 270‑degree crank, throttle‑by‑wire, and Suzuki’s patented Cross Balancer system, which minimizes vibration. The GSX‑8S is equipped with several Suzuki Intelligent Ride System electronic rider aids, including throttle response modes (Active, Basic, and Comfort), multi‑mode traction control (1, 2, 3, and Off), an up/down quickshifter, Easy Start, and Low RPM Assist.

2024 Suzuki GSX-8S
2024 Suzuki GSX-8S

Chinese manufacturer CFMOTO entered the U.S. motorcycle market in 2022 and has expanded its lineup to 11 models for 2024. One of its newest is the 800NK, a naked sportbike powered by a liquid‑cooled 799cc parallel‑Twin that’s a previous‑gen version of the KTM 790 engine, which CFMOTO now builds under a partnership agreement. Similar to Suzuki’s modular approach, the same engine is found in CFMOTO’s Ibex 800 adventure bikes. On the tech front, the 800NK has throttle‑by‑wire, throttle response modes (Sport, Street, and Rain), and cruise control but no traction control or quickshifter.

2024 CFMOTO 800NK
2024 CFMOTO 800NK

Those looking for an affordable, streetfighter‑styled motorcycle would likely cross‑shop these two bikes, especially since there’s just a $500 delta between their MSRPs: $8,999 for the Suzuki and $8,499 for the CFMOTO. To suss out their differences, we tested them back‑to‑back on local freeways and backroads and had our friend John Ethell at Jett Tuning run them on a Dynojet dynamometer.

CFMOTO 800NK vs. Suzuki GSX8S: Wonder Twin Powers, Activate!

Despite just a 23cc difference in displacement between the CFMOTO and Suzuki, there’s a significant difference in engine output. Both Twins rev out to nearly 10,000 rpm, and their dyno curves show fairly linear increases in power and flat torque curves. Past 6,000 rpm, their curves begin to diverge, with the CFMOTO climbing to 93.4 hp at 9,400 rpm while the Suzuki levels out at 75.9 hp at 8,300 rpm. Torque figures are closer, but the 800NK still has the advantage in the upper rev range, maxing out at 57.1 lb‑ft at 6,600 rpm compared to 53.3 lb‑ft at 6,700 rpm on the GSX‑8S.

2024 CFMOTO 800NK 2024 Suzuki GSX-8S dyno

The CFMOTO also has a lower curb weight, giving it a higher power‑to‑weight ratio. It weighs 410 lb with its 4.0‑gallon tank full, whereas the Suzuki weighs 445 lb with 3.7 gallons in its tank.

Differences in power and weight aren’t readily apparent at lower rpm and around‑town speeds, but the Suzuki feels more refined. The GSX‑8S starts easily when cold, idles smoothly, and has spot‑on fueling and throttle response. The 800NK, on the other hand, is slow to warm up, idles like it’s in a bad mood, and exhibits some hesitation when making throttle adjustments between 4,000 to 6,000 rpm, which corresponds to a dip in the horsepower and torque curves.

Above 6,000 rpm, however, the CFMOTO finds its groove, responding cleanly and directly to throttle inputs and making its power and weight advantages readily apparent. It flicks back and forth through tight corners more easily than the Suzuki, and a twist of the wrist catapults the 800NK ahead more rapidly than the GSX‑8S, which falls flat in the upper rev range. Although sound doesn’t necessarily affect performance, it does tap into our emotions. The CFMOTO’s more aggressive exhaust note makes for a more engaging riding experience without being too loud.

2024 CFMOTO 800NK
New for 2024, the CFMOTO 800NK charges forward with a distinctive LED running light and angular bodywork in either Nebula Black (shown) or Nebula White.

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There’s also some daylight between these bikes in terms of shifting. Both are equipped with 6‑speed transmissions with cable‑actuated slip/assist clutches. Neither bike requires much effort to change gears, but the Suzuki’s gearbox is noticeably smoother, and it’s aided by the convenience of a quickshifter. The CFMOTO has an adjustable clutch lever, but the Suzuki does not.

See all of Rider‘s CFMOTO coverage here.

More Bounce to the Ounce

When manufacturers aim for aggressive price targets, one of the most common places to cut costs is with the suspension, particularly in terms of adjustability. Both CFMOTO and Suzuki sourced their components from Japanese suspension maker KYB, and both bikes have inverted forks (43mm on the CFMOTO, 41mm on the Suzuki) and rear monoshocks. The only adjustability on the GSX‑8S is rear preload, but the 800NK offers full adjustability on the fork and rebound and preload adjustability on the shock. Ride quality between the two is fairly similar, with their damping rates calibrated for general use rather than the tautness of more aggressive sportbikes, but the CFMOTO allows riders to dial in their preferences front and rear.

2024 CFMOTO 800NK 2024 Suzuki GSX-8S
Yerba Buena Road, which slithers through California’s rugged Santa Monica Mountains, was the perfect place to test these two middleweight streetfighters.

The CFMOTO has a slight edge in terms of braking. With components sourced from J.Juan, a Spanish subsidiary of Brembo, the 800NK has a pair of 4‑piston radial front calipers pinching 320mm discs, a 2‑piston rear caliper pinching a 260mm disc, a radial‑pump front master cylinder, and steel‑braided lines. The 800NK’s brakes provide strong, consistent power with good feedback from the adjustable front lever, but they could use more initial bite.

The Suzuki wears Nissin brakes, with dual 4‑piston radial front calipers squeezing 310mm discs, a 1‑piston rear caliper squeezing a 240mm disc, an axial‑pump front master cylinder, and rubber lines. Stopping power is decent, but the Suzuki’s brakes feel more numb and provide less feedback than the CFMOTO’s. ABS is standard on both bikes.

2024 Suzuki GSX-8S
The Suzuki GSX‑­8S has a minimalist look, and it’s available in Pearl Cosmic Blue (shown), Glass Matte Mechanical Gray, and Metallic Matte Black No. 2.

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Sit Up and Be Somebody

The 800NK and GSX‑8S are compact machines with short wheelbases, narrow waistlines, and sporty chassis geometry. Both have steel frames, steel subframes, cast‑aluminum swingarms, and tapered aluminum handlebars. From the cockpit, the Suzuki almost disappears beneath the rider thanks to its svelte tank, 1.7-inch narrower handlebar, and slender (but 0.4 inch taller) seat. The CFMOTO’s tank and bodywork flare out more, and its handlebar is wider, giving it more visual presence from the saddle. Its seat is also wider at the back and has thicker, more comfortable foam.

2024 CFMOTO 800NK 2024 Suzuki GSX-8S
The CFMOTO’s higher power, lighter weight, and wider handlebar give it an advantage over the Suzuki.

As streetfighters, these bikes lend themselves to an aggressive riding style, but they’re comfortable enough for everyday riding or commuting. Their handlebars’ bends and risers allow for an upright seating position, and their footpegs are placed high enough for good cornering clearance but low enough for adequate legroom.

When you exit the highway and find your way to a winding backroad, they are more than happy to display their athleticism. Both roll on 17‑inch cast wheels with 120/70 front and 180/55 rear tire sizes, and their radials – Maxxis Supermaxx ST on the CFMOTO, Dunlop Roadsmart 2 on the Suzuki – provide neutral handling and decent grip. With its additional steering leverage and 35‑lb weight advantage, the CFMOTO is more agile than the Suzuki but not by much.

See all of Rider‘s Suzuki coverage here.

CFMOTO 800NK vs. Suzuki GSX8S: Devil in the Details

In some ways, these are two evenly matched motorcycles, while in others, they diverge. One is built by a well‑established Japanese brand that has been building motorcycles since the early 1950s and selling them in America since 1963. The other is built by an upstart Chinese company that has been building motorcycles only since 2000 but has grown rapidly and not only builds its own engines and motorcycles but also builds them for KTM, Europe’s largest manufacturer.

2024 CFMOTO 800NK 2024 Suzuki GSX-8S
Both bikes have similar profiles, with pointy headlight shrouds and dagger‑­like tailsections. Despite the riders’ go‑­fast crouches above, handlebars positioned well above the triple clamp and sensibly placed footpegs allow for comfortable, upright seating positions.

Although the Suzuki GSX‑8S was introduced in 2023 as a new model with a new engine, it feels very refined. It has the build quality and fit and finish one expects from one of the Big Four Japanese manufacturers, and its engine, electronics, and chassis work together harmoniously. The GSX‑8S costs $500 more than the 800NK, but it has standard features that the CFMOTO lacks, such as traction control and an up/down quickshifter. Its bright TFT instrument panel uses a larger, thicker font and is easier to read in all conditions than the one on the 800NK.

As the new kid on the block looking to build trust in the market, CFMOTO’s value proposition is to provide more bang for the buck. For the 800NK, that starts with the tried‑and‑true KTM 790 engine that delivers an additional 17.5 hp and 3.8 lb‑ft of torque over the GSX‑8S motor. It continues with a 35‑lb lower curb weight, suspension with more adjustability, higher‑spec brakes, and features like cruise control and smartphone connectivity. Not only is the base price lower, but it comes with an additional year of warranty coverage. But it also feels rougher around the edges, particularly regarding its low‑rpm fueling.

2024 CFMOTO 800NK
The 2024 CFMOTO 800NK TFT display changes with ride mode, but the text is too small.
2024 Suzuki GSX-8S
The 2024 Suzuki GSX-8S TFT display is easy to read and adjusts to light/dark conditions.

If you’re an experienced rider who wants a light, powerful, somewhat rowdy streetfighter and can live without traction control and a quickshifter, you’ll want the CFMOTO 800NK. But if you’re someone who prioritizes smoothness and refinement over power, or if you’re a newer rider, the Suzuki GSX‑8S is for you.

2024 CFMOTO 800NK 2024 Suzuki GSX-8S
Each bike has its strengths and weaknesses, but both provide a respectable mix of performance, technology, and style at a reasonable price.

Spec Comparo: 2024 CFMOTO 800NK vs. 2024 Suzuki GSX-8S

  • Base Price: $8,499 (CFMOTO) — $8,999 (Suzuki)
  • Warranty: 2 yrs., unltd. miles — 1 yr., unltd. miles 
  • Website: CFMOTOusa.comSuzukiCycles.com
  • Engine Type: Liquid‑­cooled, transverse parallel‑­Twin, DOHC w/ 4 valves per cyl. — Liquid­-cooled, transverse parallel-­Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 799cc — 776cc 
  • Bore x Stroke: 88 x 65.7mm — 84.0 x 70.0mm
  • Horsepower (rear-­wheel dyno): 93.4 hp @ 9,400 rpm — 75.9 hp @ 8,300 rpm
  • Torque (rear-­wheel dyno): 57.1 lb‑­ft @ 6,600 rpm — 53.3 lb‑­ft @ 6,700 rpm
  • Transmission: 6‑­speed, cable‑­actuated slip/assist wet clutch — 6‑­speed, cable‑­actuated slip/assist wet clutch 
  • Final Drive: Chain — Chain
  • Wheelbase: 57.8 in. — 57.7 in.
  • Rake/Trail: 24 degrees/3.8 in. — 25 degrees/4.1 in. 
  • Seat Height: 31.5 in. — 31.9 in. 
  • Wet Weight: 410 lb — 445 lb
  • Fuel Capacity: 4.0 gal. — 3.7 gal.
  • Fuel Consumption: 42.9 mpg — 48.7 mpg
2024 CFMOTO 800NK 2024 Suzuki GSX-8S

The post Rider Comparo: 2024 CFMOTO 800NK vs. Suzuki GSX-8S appeared first on Rider Magazine.

Source: RiderMagazine.com

2023 Suzuki GSX-8S | Video Review

2023 Suzuki GSX-8S
Testing the 2023 Suzuki GSX-8S in the Martime Alps of France.

In this video review, we test the all-new 2023 Suzuki GSX-8S, a middleweight naked sportbike powered by a 776cc 4-stroke DOHC parallel-Twin that’s also found in the V-Strom 800DE. Priced at just $8,849 in the U.S., the GSX-8S delivers style, performance, sophistication, and versatility in an affordable package.

We traveled to France for the global press launch of the Suzuki GSX-8S, where we tested the bike on city streets and on mountain roads in the Maritime Alps. Watch the video for our impressions, and check out our detailed First Ride Review.

2023 Suzuki GSX-8S Specs

  • Base Price: $8,849 
  • Website: SuzukiCycles.com 
  • Warranty: 1 yr., unltd. miles 
  • Engine Type: Liquid-cooled parallel-Twin, DOHC w/ 4 valves per cyl. 
  • Displacement: 776cc 
  • Bore x Stroke: 84.0 x 70.0mm 
  • Horsepower: 82.0 @ 8,500 rpm (factory claim) 
  • Torque: 57.5 lb-ft @ 6,800 rpm (factory claim) 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch 
  • Final Drive: Chain 
  • Wheelbase: 57.7 in. 
  • Rake/Trail: 25.0 degrees/4.1 in. 
  • Seat Height: 31.9 in. 
  • Wet Weight: 445 lb (factory claim) 
  • Fuel Capacity: 3.7 gal. 

GEAR UP

The post 2023 Suzuki GSX-8S | Video Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2023 Suzuki GSX-8S | First Ride Review

2023 Suzuki GSX-8S
The new Suzuki GSX-8S combines versatility, style, and performance into a strong value equation for its sub-$9,000 MSRP. 

I’m the kind of shopper who likes to have it all in one package if I can. I love a bike that excels in its category, but for the day-to-day, you can’t beat a motorcycle that ticks all the boxes without feeling like any of those boxes are being compromised. The new Suzuki GSX-8S middleweight streetfighter comes pretty darn close to checking all the right boxes for me. It’s a harmonic blend of power, price, stability, comfort, and fun. 

2023 Suzuki GSX-8S
The GSX-8S’ 445 lb curb weight was manageable in both slow riding in the city and on twisty mountain roads.

At the Suzuki GSX-8S press launch in Antibes, France, I got to test this new model out on both the city streets and the mountainous, curvy roads through the Maritime Alps. Before getting into my review of the 8S, I’d like to give southern France two enthusiastic thumbs up. It was the perfect location for a first ride of the 8S and provided a full day of exquisite roads and sights. Don’t even get me started on the seafood. 

The GSX-8S is a new model for Suzuki, with an all-new 776cc 4-stroke DOHC parallel-Twin engine and a new chassis. The engine can also be found in the V-Strom 800DE, which is also new for 2023. 

Related: 2023 Suzuki V-Strom 800DE | First Ride Review 

Suzuki says the new engine performs similarly to the V-Twin in the SV650 models but provides more power for riders looking for a little more excitement. It features Suzuki’s patented Cross Balancer system, which allows the engine to be slimmer and more compact while reducing vibrations. Bore and stroke are 84mm and 70mm. The new engine makes a claimed 82 hp peaking at 8,500 rpm and a claimed 57.5 lb-ft of torque at 6,800 rpm. 

2023 Suzuki GSX-8S
The wide, tapered handlebar and upright riding position lent to all-day comfort.

Starting out from the hotel in Antibes and navigating the busy city streets on our way toward the mountains, what I noticed almost immediately was how much grunt was available at low revs. Power delivery was immediate and became very smooth once I switched into the gentler “B” ride mode. I could put this bike in 2nd gear and roll through the stop-and-go, then give it a twist when the traffic opened up, all without really needing to change gears. That low-to-mid range torque, coupled with the smooth throttle response, made this bike stress-free to ride through the city streets. 

Once we were out of the city and picking up speed, I noticed that the engine didn’t have the same get-up-and-go at higher rpms. However, that initial pull after bumping up a gear was pure pleasure, and it made passing slower-moving traffic a breeze.  

2023 Suzuki GSX-8S
The 8S has great balance, but Suzuki missed an opportunity by not offering a lower seat for shorter riders such as myself.

Related: Suzuki Announces 2023 Lineup of Sport, Street, and Adventure Bikes

The 2023 Suzuki GSX-8S Bits 

2023 Suzuki GSX-8S
The 2023 Suzuki GSX-8S comes in Pearl Cosmic Blue (shown), Pearl Tech White, and Metallic Matte Black No. 2 / Glass Sparkle Black.

Along with the new engine, the 8S also features a new chassis with a compact design. It has a steel frame, an aluminum swingarm, a 3.7-gal. fuel tank, and a wide, tapered aluminum handlebar. The KYB inverted fork and monoshock KYB rear suspension both have 5.1 inches of travel, and the shock is preload-adjustable with a tool. 

2023 Suzuki GSX-8S
I may have wished for a little grippier of tires than the Dunlop RoadSports, but they still got me around the corners.

The seat was comfortable and provided plenty of room to move around, and it was slim enough that a light hug with my knees kept me securely in place. The wide handlebar offered plenty of leverage, and the upright seating position kept me comfortable for a whole day of riding without feeling fatigued at the end of the day. 

2023 Suzuki GSX-8S
I was perfectly content with the traction control set to level 3 for most of my ride.

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The 31.9-inch seat height of the 8S was a stretch for my 5-foot-1-inch frame. I could graze the pavement with the tips of my toes when the bike was completely upright, but I needed to lean it over to get enough contact between pavement and boot to support myself when stopped. 

2023 Suzuki GSX-8S
The GSX-8S’ up/down quickshifter, three ride modes, and four traction-control settings make for great riding in any conditions.

This leads me to one of my favorite aspects of the 8S: its balance. Even when rolling through very slow traffic, I rarely needed to put a foot down at all, and when I did, the bike’s weight is carried low enough that it was easy to hold up at a lean. Its curb weight of 445 lb was manageable in both slow riding in the city and out on the twisty mountain roads. 

The 8S comes equipped with ABS brakes, and stopping power comes from dual Nissin radial-mounted 4-piston calipers and floating rotors in the front and a 1-piston caliper and a single disc in the rear. I never braked hard enough to engage the ABS during our test ride, but it was nice to know it was there if I needed it. 

2023 Suzuki GSX-8S
The all-new 776cc 4-stroke DOHC parallel-Twin engine in the GSX-8S can also be found in the new 2023 V-Strom 800DE.

If I could make one change to the 8S, it would be the tires. The Dunlop RoadSport 2 radial tires on the 8S were alright but not awe-inspiring by any means. I didn’t feel much feedback from the tires, making it unclear to me if I still had enough grip for greater lean angles or not. For everyday commuting, the RoadSports are fine, but if you want to experience all what the 8S has to offer, a grippier set of tires might provide more confidence. 

Related: 2022 Motorcycle of the Year – Suzuki GSX-S1000GT+

Ready to Roll 

2023 Suzuki GSX-8S
The 8S’ chief designer said Suzuki “aimed to satisfy all riders” with the GSX-8S. I won’t speak for everyone else, but I’d say it was mission accomplished for me.

“We did not aim for the highest powered or lightest weight motorcycle,” said the 8S’ chief designer during the technical presentation the night before our test ride. “We aimed to satisfy all riders.” The other designers and engineers present also drove home the point that they listened to customers’ needs and requests when building the 8S to create an all-around motorcycle that satisfies a wide range of riders. 

They demonstrated that desire to please all riders during our test ride as well. Any time we stopped for a coffee break or lunch, the Suzuki designers and engineers were eager to listen to our feedback and ask questions about our first impressions. Several of them came to me directly, saying they were interested in the perspective of a younger, smaller woman. I appreciated that level of dedication to their product and the desire to continue to improve and meet riders’ needs. 

2023 Suzuki GSX-8S
The 41mm KYB inverted fork and monoshock KYB rear suspension both provide 5.1 inches of travel.

To that end, the GSX-8S includes a full suite of rider aids as standard. Along with ABS, it comes with a 5-inch TFT display with day/night modes, an up/down quickshifter, three ride modes, and four traction-control settings. 

I enjoyed the layout of the TFT display. It was easy to see, and it showed all the information I needed without making any of it difficult to find. Another consideration that made the bike user-friendly is how easy it is to switch ride modes and the TC levels and that both modes are always visible on the display. The ride mode switch on the left side of the handlebar has obvious buttons and a simple design. 

2023 Suzuki GSX-8S
The 5-inch TFT display has day and night modes and showed everything on the home screen that I wanted to see.

The three ride modes really did contribute to a different style of riding. The throttle response in Ride Mode A was a bit too aggressive for me, especially in town. Ride Mode B smoothed out that jumpiness without compromising the low-rpm torque that I enjoyed so much. I didn’t spend much time in Ride Mode C because B hit the spot so well for me. 

I had the traction control set to level 3 for most of the ride. Perhaps with grippier tires, I would’ve felt more confident with less TC, but since I was in a new environment, on a new bike, and with less experience than the other journalists along for the ride, I appreciated the extra help. 

2023 Suzuki GSX-8S
The Suzuki GSX-8S has dual Nissin radial-mounted 4-piston calipers and 310mm floating rotors in the front and a 1-piston caliper and a 240mm single disc in the rear.

With my preferred settings dialed in, even on a new bike on alpine roads that were much tighter and steeper than what I’m used to back home in Tennessee, I really started to enjoy the 8S and the beautiful scenery and roads. The 8S offered enough to keep things exciting for the more experienced riders, but it was also tamable for someone like me who couldn’t push the bike to its limits in the same way. 

One for All 

2023 Suzuki GSX-8S
With my ride mode and traction settings dialed in, I could appreciate both the bike and the beautiful scenery.

Suzuki wanted the 8S to be a well-rounded bike that pleases both experienced and beginner riders. If I were a couple inches taller, I’d agree completely. Riding taller bikes is something I’m still trying to get comfortable with, and a tall seat height is a factor that can add some intimidation and apprehension for shorter riders. 

Suzuki offers a range of useful and stylish accessories for the 8S, such as soft side cases, a flyscreen, cowls for the passenger seat and lower engine, billet brake and clutch levers, lever guards, frame sliders, fuel tank protectors, and a USB socket, but it missed an opportunity to make the 8S more accessible by not offering a lower seat. Aside from having a longer reach to the pavement than I’d like, the 8S’s balance, maneuverability, and fun factor truly do make it an approachable ride. 

2023 Suzuki GSX-8S
The 2023 Suzuki GSX-8S has angular stacked LED headlights and and strips of position lights.

After a full day of riding the 8S through the city and the mountains of Southern France, I have a couple of pieces of advice to impart: 1) If you’re looking for a bike that is greater than the sum of its parts and performs well for a wide range of situations and riding levels, the new Suzuki GSX-8S should be one of the bikes on your list. 2) If you find yourself in Antibes with an empty belly, you’re doing something wrong. 

2023 Suzuki GSX-8S
The GSX-8S performs well for a wide range of situations and riding levels.

2023 Suzuki GSX-8S Specs

  • Base Price: $8,849 
  • Website: SuzukiCycles.com 
  • Warranty: 1 yr., unltd. miles 
  • Engine Type: Liquid-cooled parallel-Twin, DOHC w/ 4 valves per cyl. 
  • Displacement: 776cc 
  • Bore x Stroke: 84.0 x 70.0mm 
  • Horsepower: 82.0 @ 8,500 rpm (factory claim) 
  • Torque: 57.5 lb-ft @ 6,800 rpm (factory claim) 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch 
  • Final Drive: Chain 
  • Wheelbase: 57.7 in. 
  • Rake/Trail: 25.0 degrees/4.1 in. 
  • Seat Height: 31.9 in. 
  • Wet Weight: 445 lb (factory claim) 
  • Fuel Capacity: 3.7 gal. 

See all of Rider‘s Suzuki coverage here.

The post 2023 Suzuki GSX-8S | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com