SUZUKI

Suzuki GSX-8R, test and technical sheet of the sportiest version of the new saga

We have had to wait decades for Suzuki to decide to renew its medium-displacement twin cylinders. Once the different versions and evolutions of the Bandit and GSX-R four-cylinder and 600 cc engines have disappeared, we are left with the V2 engines of the SV and V-Strom, which still survive at this point, and which have accompanied us since a couple of decades ago demonstrating its quality.

The long-awaited revolution came with a new platform that replaced the V2 architecture with one with in-line cylinders, with the connecting rods anchored at an angle of 270° on the crankshaft to maintain the same ignition pulse as its predecessors. .

EXCLUSIVE ENGINE...This engine, on the one hand, ascribes to the current trend in the mid-range category, using in-line engines that are more economical than V2 engines as they require fewer parts, since they do not require distribution systems, and require cylinders and independent cylinder heads among other things.

However, on the other hand, it proposes particular solutions such as returning to an architecture in which the intake is placed behind the cylinder heads instead of using straight conductors that have the channels and injectors on the cylinder head, or doubling the balancing system with a pair of axes 90° out of phase.

ALTERNATIVES...With the first solution it has been possible to reduce the height of the engine, and by placing the air box in the central part of the motorcycle, clear the rear area of the steering head, and with the second, practically reduce complete the vibrations.

This last section is also combined with an engine with a really flat power curve in the upper area, which maintains similar values from 7,000 rpm to 10,000 rpm when it cuts off. Its 83 HP at 8,500 rpm does not represent a maximum power as high as in other models in the category, but with very well-studied developments, the acceleration and response from mid-range make it a true example for its segment.

FEW VARIATIONS...At Suzuki they have managed to create a new model by modifying very few things. In reality, this GSX-8R can be considered a fully dressed GSX-8S with some added details. Obviously the presence of a complete fairing is its hallmark.

A sporty body has been created that maintains the style of the brand by using the same optical group as other models with the two superimposed LED spotlights that also identify its naked sister. A lot of work has been done to control the air flows around the upper area to avoid slipstreams behind the canopy and to break up the sides and improve direction changes at high speed.

LESS WEIGHT...With the arrival of the fairing, the turn signals and rearview mirrors have also been moved to it, reducing the weight attached to the steering and reducing its inertia. The rest of the body, except for aesthetic modifications, is the same as the 8S, with a very short rear part that requires a large overhang to anchor the rear optics and the license plate support.

The fairing offers more protection, something that is complemented by a new, more forward and lower riding position. To achieve this, the one-piece tubular handlebar has been replaced by a pair of weekly handlebars anchored to aluminum function pieces located on the steering plate. The result is a lower hand position, but it is not radical.

NEW SUSPENSIONS...Finally, the KBY suspensions of the naked version have been replaced with more sporty Showa suspensions with more retention. At the front, an inverted fork from the SFF-BP series has been chosen, which has hydraulics only in one of the bars, and at the rear a shock absorber with hydraulic adjustment in seven positions.

To verify the new orientation of this medium-displacement GSX, Suzuki has allowed us to test it both on the Monteblanco circuit and on the roads of the Huelva mountain range that mark the facility, a complete test that has confirmed that the 8R is a motorcycle that performs better in the sporting field, but without becoming anything radical.

MULTI-PURPOSE SPORTS...We could consider it as a classic “sport”, also valid for everyday use. The new position does not force you to slouch much, the hands are still at a medium height, although the steering is more loaded. Since neither the saddle nor the stirrups have changed position, you feel reasonably comfortable.

In fact, one of the drawbacks that we were afraid of encountering was the height from the ground of the footrests, already limited on the GSX-8S, and which forces you on the circuit to adjust the rear preload to the maximum to achieve maximum height.

GREAT ANSWER...The engine has not changed at all, which is not bad news, on the road it allows you to flow through the curves without problems helped by a standard shift assistant that works well in both directions. There is response at any speed and you can keep the engine up in a wide range without losing power.

On the circuit you may miss an engine with more peak and something more powerful, but if you are not in the mood for records, with that flat curve at the top you can use a higher gear ratio in many places and let it accelerate from below, finally and at the end, you have more than 3,000 rpm with almost stable power and from 6,000 rpm good acceleration.

AGILE...The declared 205 kg with a full tank can be moved very well, the lightening of the steering allows faster movements and the greater weight loaded at the front and the fork with more sporty settings increase the grip and feel of the train Forward. On the track it is the height from the ground on the inclines that will limit you the most.

The electronic engine assists are restricted to power mode and traction control, which you can remove on the track. The rear axle will move more during acceleration, because the shock absorber does not have enough hydraulic capacity if you rush it, but you can have a lot of fun without being a specialist.

NO FLAWS...A well resolved section are the brakes, with a short travel lever with good touch, and an ABS that acts if you are very abrupt, but that allows you to brake with a lot of power even on the circuit.

The final result of the changes is that the 8R becomes a motorcycle more suitable for those looking for a more sporty orientation in a mid-range motorcycle. It is not the only one that tends to do this, there are other models based on naked versions that have found the same thing, a more suitable position, slight dynamic improvements and a more aggressive style.

CONCLUSION...The price of €9,699 is only €800 higher than that of the GSX-8S, although its naked sister now on sale has dropped to €8,299, separating it further. With the GSX-8R Suzuki proposes an alternative to its naked version, a sportier motorcycle, more suitable for riding on the road due to its greater protection and better performance in curves, but without losing any of the abilities of its sister.

A model for having fun on the road, even passing through the circuit from time to time without the demands of all kinds that super sports motorcycles pose and with a significantly lower price.

DATA SHEET--Price: €9,699; Engine: 2 cyl. online. Refr. liquid; Distribution: DOHC 8V; Bore x Stroke: 84.0 x 70.0mm; Displacement: 776 cc; Compression: 12.8:1; Max power dec.: 61 kW (83 HP) at 8,500 rpm; Max torque dec.: 78 Nm at 6,800 rpm; Power: 2 injectors. 42 mm nozzles; Driving modes: 3; Electronic aids: TC; Clutch Acc.: Cable; Gearbox: 6 relations; Sec. transmission. : Chain; Chassis: Tubular steel; Swingarm: Double aluminum arm; Geometry: 25°/ 104mm Front Suspension: Inverted fork; Bar Diameter / Travel: 41 mm / 130 mm; Settings: None; Rear Suspension/Travel: Progressive monoshock / 130 mm; Settings: Preload; Front brake: 2 310 mm discs; Calipers: 4 pistons; Rear brake: One 240 mm disc; Caliper: One piston; ABS type/ Disconnect: Standard / No; Front wheel: 120/70-17". Rim 3.50"; Rear wheel: 180/55-17". Rim 5.50"; Measures. Chap. tank: 14 l; Full weight: 205 kg; Wheelbase: 1,465 mm; Seat height: 810 mm.

Reporter: Pepe Burgaleta