Suzuki GSX-8TT Review – Nicely done retro from Suzuki ridden and rated

4 months ago 84

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Suzuki GSX-8TT Review

Suzuki has been building on the momentum of its new parallel-twin platform for a couple of years now. After the naked GSX-8S, the adventure V-Strom 800DE, and the sporty GSX-8R, the brand has now reached back into its own heritage to deliver something different.

The GSX-8TT is as much about character as it is about capability, drawing clear lines back to machines like the GS1000S that terrorised superbike grids over 40 years ago while carrying forward the mechanical DNA it shares with the GSX-8R/8S/DE. That link is more than superficial; the TT borrows heavily from the R’s hardware, but it channels it in a very retro way.

You only have to take a look at the TT to see where Suzuki is aiming it. The little bikini fairing with the signature round headlight, tiny little belly pan, the funky ’70s-style tank stripes and the gold wheels (on my test bike at least) are all ripped straight from the glory days of superbike racing. However, in Australia, we don’t get the green and gold, but only the Glass Sparkle Black version with crimson red wheels and a red tank stripe.

The ride position is similar to the GSX-8S, with the single-piece handlebar giving you a pretty relaxed stance, although the seat is (thankfully) a little bit wider. The seat itself comes with some funky stitching to give it a more premium feel, and the reshaped gas tank is wider with a handy 2.2 litres more room for the go juice.

Thumb the starter and the 776 cc parallel twin fires up with the same muted thrum as it does in the GSX-8S, a 270-degree crank giving it a character not unlike a V-twin.

The sound is, unfortunately, a little dull, which is a shame given its performance spectrum. An aftermarket muffler is a must to give the twin a little noise. Despite the slight auditory disappointment, Suzuki has done well with this engine, which makes just over 81 horsepower and about 78 Nm of torque. That proves enough to keep experienced riders entertained while still being approachable for those moving up from smaller machines.

It’s a peppy little thing. Despite a slight flat spot below 3000 rpm, the twin delivers punchy acceleration through the first two-thirds of the rev range, but its top-end performance is somewhat lacking despite its willingness to reach higher speeds.

The engine is more about mid-range/mid-revs performance, providing enough thrills but not enough to blow the doors off something like a Yamaha MT-09, for example. That balance of performance is exactly what makes it work so well in its retro style. The TT is lively without being frantic, and smooth without being sterile.

That being said, the TT will gladly get jiggy with it when the corners come into view. The TT shares almost all of its hardware with the 8S, including the steel frame, swingarm, and suspension package. Although the KYB forks are non-adjustable, they’re well-damped and controlled, if a little on the soft side.

The TT tips into corners willingly, holds a line without fuss, and gives just enough feedback through the front to keep you confident. The rear shock is preload-adjustable (the same as on the 8S) and is mostly comfortable and composed. Up the pace somewhat and you’ll be cranking up the preload, and here, a little rebound damping wouldn’t go astray, either.

You’ve got to be smooth on the TT. It’s not a bike that likes a wrestling match. Instead, it feels easy-going yet sure-footed, and that makes for a satisfying partner on twisty roads as well as when you’re threading through city streets.

The 17-inch wheels wear familiar 120 and 180 section tyres, which provide plenty of grip and don’t make the bike feel heavy in transitions.

Braking performance is good, not great. Twin 310 mm discs up front with radial-mount Nissin calipers have a decent bite and feel at the lever, and although these aren’t track-spec Brembos, they’re more than enough for most of the kind of riding the TT and you will get into.

ABS is standard, and Suzuki’s rider aids suite carries over here as well, with traction control and selectable ride modes accessible through the same TFT display as the 8S and 8R.

Suzuki has continued its slimming down of electronics with the same three-level plus Off traction control and three-level (A to C) throttle responses via the Suzuki Drive Mode Select system, the same as used on many of its bikes, including the GSX-S1000. There’s no six-axis IMU with the TT, so no cornering ABS and TC, but you do get an up and down quickshifter that is smooth as silk in its action.

Compared to something like the 8R, where you’re in more of a racer ride position (albeit a relatively relaxed one given the raised clip-on handlebars), on the TT you’re more open to the elements, with a little less wind protection but clearly with a touch more style.

At highway speeds, the small fairing takes most of the wind blast out but doesn’t eliminate it entirely, which is something to bear in mind when you’re out for longer rides.

But for the sort of riding most buyers will do, weekend rides, commutes, short trips into the twisties, the TT’s ride position and ergonomics feel relaxed and sustainable.

The larger fuel tank also adds range, a practical benefit that reinforces the idea that this bike is meant for daily use, not just occasional hard rides.

Suzuki is a little late to the retro party given bikes like Yamaha’s XSR700 or Honda’s CB650R have been around for a while now. But there’s method to the madness, as Suzuki had a few years to get the twin-cylinder platform just right and give the TT some funky clothes as a result.

There are compromises, of course. The lack of suspension adjustability will put off riders who like to fine-tune their setup. Although the retro-inspired fairing looks good, it doesn’t provide much in the way of aerodynamic advantage (we’ve come a long way since the early 1980s, where this bike draws its inspiration from).

Riders who do long motorway stretches will find the wind blast tiring compared with the 8R’s more streamlined fairing, and the TT carries a small weight penalty over the naked GSX-8S, thanks to its additional bodywork and larger fuel tank. However, in practice, it’s not something you really feel.

Suzuki could have taken the easy route and simply dressed up the 8R in retro clothing, but it hasn’t. It has created a machine that stands on its own while still being clearly connected to its sibling. That connection to the GSX-8R is important: it means buyers know they’re getting a proven engine and chassis, a package that has already been tested and refined. But it also means they have a choice between the slightly sharper focus of the R and the broader, more characterful appeal of the TT.

The GSX-8TT seamlessly bridges the old and new eras, but in a way, Suzuki has almost done too good a job in the TT’s creation. Everything is fine: the ride position, the engine performance, suspension action, even the limited electronics. But it’s missing that certain pizzazz that a bike like the three-cylinder XSR delivers in spades. Maybe I should hit up Yoshimura and see if they have a remedy for that little problem.

For riders who want a bike that can commute during the week, take them out of the city at weekends, and still turn heads when it’s parked outside a café, the GSX-8TT is hard to fault. It won’t outgun supersports on the track or swallow endless highway miles with the ease of a full-faired machine, but that’s not its mission.

The good thing is the TT doesn’t feel like a parts bin special. Suzuki has created a bike that feels like it belongs in today’s lineup while paying a nice tribute to its past, one I’m sure even 1980s Suzuki Superbike stalwart Robbie Phillis would approve of.

Suzuki GSX-8T/GSX-8TT Specifications
TT in brackets

Suzuki GSX-8T [GSX-8TT] Specifications
Engine type	Four-stroke, 2-cylinder, liquid-cooled, DOHC
Bore x stroke	84.0 mm x 70.0 mm
Engine displacement	776 cc
Compression ratio	12.8 : 1
Fuel system	Fuel injection
Starter system	Electric
Lubrication system	Forced feed circulation, Wet sump
Transmission	Six-speed constant mesh
Front Suspension	KYB Inverted telescopic, coil spring, oil damped
Rear Suspension	KYB, Link type, coil spring, oil damped, preload adjustable
Rake / trail	25° / 104 mm
Front Brake	Nissin radially mounted calipers, 310 mm rotors
Rear Brake	240 mm rotor
Tyres	Dunlop Sportmax Roadsport 2,120/70ZR17M/C; 180/55ZR17M/C tubeless
Ignition system	Electronic ignition (transistorised)
Fuel tank capacity	16.5 L
Oil capacity	3.9 L
Fuel consumption	23.8 km/L (4.2 L/100 km) in WMTC
CO2 emissions	99 g/km
Overall length	2115 mm
Overall width	775 mm
Overall height	1105 mm
Wheelbase	1465 mm
Ground clearance	145 mm
Seat height	815 mm [810 mm]
Curb mass	201 kg [203 kg]
Price	$17,990 $18,990] Ride-Away