2025-on Suzuki GSX-8TT review: a fun, stylish trip down memory lane

The GSX-8 platform is one our favourites across the mid-capacity, budget-minded classes because it doesn’t feel basic, or cut-price: it works to a good standard, and in a good harmony too. The GSX-8TT has a longer wheelbase than typical in this class, while it also carries a few more kilos than you’d expect.

The payoff is a sense of security, which in turn gives you confidence and lets you exploit it for fun. The basic-looking suspension has considered spring and damping rates that sit somewhere between sporting firmness and cushiony softness. It’s not perfect, but bikes like this always have to compromise without the luxury of high-grade dampers with adjustment. It’s a pretty good compromise – only the worst of the battered road network really jolts you through the seat, while it’ll handle trail-braking deep into the smoothest, grippiest turns without tying itself in a knot.

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Suzuki claim there’s no suspension difference, though it does seem the GSX-8TT (and GSX-8T) seem to have gained a little compliance compared to the GSX-8S, which felt harsh more often at launch than the two retros did on the Slovenian press ride.

Radial Nissin brakes are plenty strong enough, with good feel through the non-radial master cylinder that allows you to use them with sensitivity. It has a relatively basic ABS system, yet its intervention threshold is high enough it doesn’t spoil the ride, and the response isn’t too brutal either.

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The GSX-8TT feels even more stable: the extra weight of a fairing, plus the shift of wind pressure from rider to the front end, seems to root it more firmly, at the cost of a little agility: not drastically so, but you notice the GSX-8T turns and changes direction with a little more ease than its fraternal twin.

The riding position has changed subtly, but not to any great effect – it’s roomy enough for me at 6ft, with pegs that don’t bend my knees too acutely yet stay off the ground when cracking on, but the 810mm seat height (815mm on the GSX-8T) is still low enough, with a narrow stand-over that makes it accessible for those on the shorter side.

When I haven’t ridden a bike from the GSX-8 series for a while (or the V-Strom 800RE/DE), I forget how good the engine is. Rear wheel power may only be somewhere in the 70s, but Suzuki’s choice of a relatively long-stroke design with a cylinder head that promotes low-mid rpm response over power at high rpm means it feels much stronger than the spec sheet suggests when used in reality.

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It’ll pull well from tickover, and drop down as low as 2000rpm in high gears, and gives its best from 3000rpm to around 7500rpm, where power tails off reasonably quickly: it doesn’t hit a brick wall but you won’t want to waste time hitting the quickshifter for another ratio.

That spread of grunt matched with well-chosen gear ratios means it’s no problem to do so, with all the poke you need to grunt out of corners, nail an overtake cleanly and generally enjoy whipping your GSX-8TT along a nice stretch of tarmac.

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The power/torque curves actually mimic the shape of Suzuki's SV650 V-twin, so it’s unsurprising that the parallel-twin has a similar character. Ride-by-wire throttle, as well as modern emissions standard that impose ever-stricter restrictions on noise and tailpipe gases, can rob bikes of a little soul, but the GSX-8T and TT have some life to them, with a familiar twin-cylinder intake honk and enough vibration to let you know there’s an internal combustion furiously turning petrol into noise and fun, but not so much that you lose feeling at the contact points. A pair of balance shafts (most parallel twins use one balance shaft with two counterweights) effectively deal with the harshest primary vibes.

Cruising speed is realistically no higher than 80mph, for wind reasons as well as the engine’s comfort range, but that’s as much as you can reasonably expect with most bikes without a full fairing to hide behind.

Low rpm manners are good – there are three ride modes (A, B, C). All three attain peak power and torque at the same point, but they offer progressively more responsive butterfly opening (in relation to your command at the twistgrip), with A actually giving you slightly more than you’re asking to make it faster-responding on sportier rides. It can be a little edgy when riding more sedately, but it’s not horrible, and there are plenty of bikes with worse behaviour in their ‘normal’ setting…

On the GSX-8TT B-mode is the do-it-all setting, with keen response tapered back just a touch so it’s smoother when you need it to be. C-mode gives a laggy, soft torque response that seems redundant when the bike’s engine, handling and grip characteristics make it easy to control anyway: it might be useful in exceptionally slippy conditions (icy days, perhaps) but we can’t imagine anyone wanting or needing it any other time.

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Traction control is standard: not a highly sophisticated system, but again the chassis’ ability to naturally generate grip means it’s setup not to interfere too often, and when it does it tempers drive, rather than shutting down, and does so subtly enough it doesn’t put a dampener on things.

Both electronic settings are easily changed via the left switchgear – on the move, as long as you briefly close the throttle. It’s a simple system that takes seconds to understand and makes the electronics feel like a quiet support system: there when you need them, but not exerting overbearing influence on the experience. You still feel like your control is the deciding factor.

Suzuki have upped the level of finish on some metal and plastic parts (those unique to the GSX-8TT and GSX-8T) in order to position itself better in the the modern-retro class. The bar-end mirrors have a subtle metallic finish, the raised decals are an old-school tough, and the individual seat covers are nice touch too.

Model-specific detailing aside, Suzuki’s general fit and finish seems to be better received by owners that it once was, particularly at this ‘budget’ end of the market: the Bandit family and SV650 lineage were renowned for fragile paint and platings, and Suzuki took a conscious decision around ten years ago to make sure that bikes after that point were built to a level that would confound that assumption.

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The GSX-8S has confirmed that they’ve succeeded as fewer owners take issue with flaky paint, cheap plastics or corroded fasteners. General reliability is proving strong too, no major recurrent issues – or even minor, individual problems, if the reviews in our owner review section are to be believed. The GSX-8T and TT should be at least as resilient, if not more so given the extra attention given in certain areas.

The GSX-8T and TT have been released with an accompanying range of accessories: from specific-fit soft luggage, through cosmetic accoutrements like retro knee pads for the GSX-8T, to a fully homologated Akrapovič exhaust that cuts weight, changes the exhaust tone (though no dB level) and offers a modest enhancement in mid-high rpm power without the need to make fuelling adjustments.

Suzuki expect that owners will want to customise the GSX-8T and GSX-8TT: the initial offering is an OK start, but there’s talk of more parts becoming available later. Expect the aftermarket to step in, too…

Insurance and running costs for the existing models in the family are low, so the two newcomers will follow suit – only the lithium-ion battery will potentially hit owners wallets harder when it’s time for replacement, though Suzuki claim their chosen fitment has demonstrated greater resilience to terminal discharge when bikes are left unused (over winter), with greater ability to regain charge when you ride: hopefully it shouldn’t require replacement as often as a lead-acid battery. It’s a smaller, light unit with a different battery box, so you can’t substitute something cheaper and bigger.

Value… subjective. The GSX-8TT costs £2500 more than the GSX-8S (on offer in the UK), the GSX-8T £2100 more. While there are some enhancements, it doesn’t feel like two-grand’s worth of improvement, especially on a dynamic level: close your eyes and you could be on the 8S.

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It’s also more costly to buy than any retro model of comparable spec/performance/market focus: the Yamaha XSR700 comes in at £7520, while the Kawasaki Z650RS is £7839. If you’re open to a more vintage style, the Triumph Speed Twin 900 comes in at £9395. What it lacks in performance compared to the Suzuki, it makes up with a higher standard of build and retro detailing: if image and lifestyle is your aim, the Triumph wins before you sling a leg over.

We feel the Suzuki is probably around £1000 with those to consider: while it’s a more modern, higher-performing option than either the Kawasaki or Yamaha (and a more convincing visual package than the XSR, which feels even more like a regular naked dressed up), it’s too much money: another £1000 on your budget, or a few pounds extra on your finance payment, will see you on a Kawasaki Z900RS or Yamaha XSR900.

The GSX-8T and TT occupy a part of the market where simplicity and meeting budget expectations override desires for premium kit, so it’s a simple proposition. There’s a TFT dash, plus a USB-C port that isn’t yet fitted to the GSX-8S, plus traction control and ride modes to play with.

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There’s no Bluetooth connectivity or other advanced function from the dash (which might suit you if you’re not of the mind to endless play with menus and settings), and cruise control hasn’t made it this far down the Suzuki range. An up/down quickshifter is standard, and decent enough. And that’s it.

In some ways, it feels like all you need, particularly in the context of a retro cruiser, and rivals don’t currently offer any more in fairness. But the Yamaha/Kawasaki are likely candidates for an update in 2026 – we’d expect them to bring new features, so Suzuki may regret not upping their game on the latest bike in this family.