Suzuki GSX-8T & GSX-8TT 2025 Review: Tested and Proven

Suzuki carves a niche for itself in the retro mid-range segment with the GSX-8T, deliberately drawing on forms from the past. The 8T and 8TT echo the design elements of the legendary T500 Titan. Most striking is the LED round headlight with a flattened lower edge—visually a nod to history, technically a highlight. According to Suzuki, it's the brightest headlight they've ever installed, with an impressive high beam that outshines the 8S.

The GSX-8TT (unrelated to the famous races on the Channel Island, but standing for Timeless Titan) adds a sporty bikini fairing, integrated windshield with air intake, and hinted winglets on the lamp mask. The wind protection extends to the chest. The seat also appears more integrated, lower, with a sharper knee angle, reducing the seat height to 810mm. The LED indicators double as position lights. Both variants boast high-quality details: Suzuki's first bar-end mirrors, black matte engine covers, a 3D badge resembling an "8" billiard ball, and an aluminum end cap. The textured tuck-and-roll seat offers more comfort for taller riders and is exclusive to the T.

The aesthetics of the new Suzukis have captured my heart with their successful blend of classic and modern elements, the elegant crease on the tank, the quality of the new Suzuki logo, and the harmonious paint jobs—truly top-notch. However, there's a downside. The massive license plate holder with integrated taillight seems oversized, too long, too much plastic, too arbitrary—hopefully, the accessory program will soon offer a remedy.

The seating position of the GSX-8T is comfortably upright. The new, larger tank offers excellent knee grip. Even at 1.87m tall, you don't feel oversized on the bike, unlike its 8S sibling. The handlebars are nicely proportioned, though they could be a touch wider. The TT, with its seating position, feels sportier, with slightly reduced comfort.

The seat on the T deserves special praise—even after three hours and over 130 km of riding, I felt perfectly comfortable getting off. The pillion seat seems adequate for short two-up tours. The aluminum cover on the exhaust, the aluminum handlebars—it's in these details that the Suzukis shine. Cables and hoses are cleverly and often invisibly routed, everything you touch feels premium and is well-crafted. Not everything that glitters is metal, though: parts of the light mask and radiator covers are made of plastic—but their high-quality appearance cleverly disguises this fact.

Beneath the new retro shell lies a lot of familiarity: the 776cc parallel-twin engine with a 270° crankpin offset, the chassis, the suspension, and the brakes—all borrowed from the GSX-8S, and that's a good thing. The naked Suzuki impressed our entire editorial team during our Nakedbike Test 2023. The 84 hp at 8,500 rpm and 78 Nm at 6,800 rpm are more than adequate for everyday use. Only on steep uphill stretches does it become clear that endlessly revving the engine doesn't help. It's better to shift up and tap into the full torque. More punch isn't necessary in a retro bike. The quickshifter (operational in both directions) comes as standard and works very well.

The sound is rather restrained—both at idle (84 dB stationary noise) and when passing by. For those craving a meatier sound, the aftermarket has options. Suzuki has partnered with exhaust specialist Akrapovic for all GSX-8 models. The result: the underfloor exhaust is 2.2 kg (or 30%) lighter and delivers an additional 2.5 hp, with no extra mapping required. The DB killer is permanently welded in place. The volume remains unchanged, but the tone becomes rougher. We mounted the system on Nils's GSX-8S. Price point: around 1500 euros.

The Suzuki GSX-8T impresses in daily use with its neutral, well-balanced handling. Its behavior in switchback turns is playful—you can effortlessly flick it from one curve to the next. Despite the considerable length of the stock peg feelers, nothing scrapes even during spirited riding; the lean angle is excellent, definitely above the class average. The broad tank provides excellent knee grip, enhancing control over the bike.

Overall, the GSX-8T and TT are highly predictable, and the installed technology functions reliably. The only hiccup is a slight rear wheel hop when downshifting from third to second gear, despite the slipper clutch.

The suspension remains unchanged from the GSX-8S. Up front, there's a 130 mm USD fork from KYB, and at the rear, a monoshock with linkage. Only the rear preload is adjustable—during testing, it was varied between three to five out of a maximum of seven settings, with level 5 proving ideal for riders with triple-digit weights. Adjusting it is a bit cumbersome with a hook wrench, and the shock is somewhat hard to access, but at least the necessary tool is included as standard.

The response of the suspension components is pleasant, absorbing even larger potholes satisfactorily. The baseline setup suits the intended use well: a successful mix of comfort and sporty firmness, striking a balance between damping over city speed bumps and solid performance for spirited country road riding.

Up front, two brake discs with radially mounted four-piston calipers provide ample stopping power. The pressure point of the Nissin system is clearly defined, and the lever is adjustable for reach. The ABS operates discreetly, is cautiously tuned, and cannot be deactivated. Overall, the braking system delivers impressive performance without any cause for complaints.

The Dunlop Roadsport 2 is fitted as the stock tire, offering good feedback during testing, with no slips occurring under admittedly ideal conditions (23 - 27 degrees, dry, plenty of good asphalt). It is a sensible choice and complements the bike's character well.

The Suzuki Intelligent Ride System (S.I.R.S.), already familiar from the sister models, equips the GSX-8T with ride modes, traction control, a quickshifter, ride-by-wire, an Easy Start System, and Low RPM Assist. The ride modes are practically tuned: Mode A delivers full performance and is the right choice for open roads, Mode B is slightly less digitally tuned but still characterized by abrupt throttle response, and Mode C significantly delays throttle response, making the engine feel sluggish overall. Yet, it was often used during the test ride: In long queues or urban areas, the gentle throttle response is a real advantage, providing a relaxed cruising mode that doesn’t reduce max power but subjectively feels much weaker.

Traction control is adjustable in three steps and can be switched off. It works particularly well in Mode 2—ideal for everyday use, while for sporty riding, you switch to setting 1. The quickshifter operates reliably in both directions and significantly enhances riding comfort.

The 5-inch TFT screen is familiar, bright, easy to read, and logically arranged, but it doesn't quite match the retro flair of the 8T and TT. A boot screen tailored to the new family members (e.g., with a billiard ball animation) would have been nice. In the TT, the square unit blends well into the cockpit, while for the 8T, the accessory offers a mini-flyscreen to hide it.

By holding down the up button on the left handlebar, you access the menu, where adjustments to units, shift light, brightness, etc., can be made. It’s worth noting that both models come with an easily accessible USB-C port as standard: on the T, it’s located to the left under the display, and on the TT, to the left in the fairing.

The GSX-8T weighs in at 201 kg fully fueled, while the TT tips the scales at 203 kg. The slight weight reduction of the T compared to the 8S, which Suzuki lists at 202 kg, is primarily due to the newly installed Li-ion battery (2.1 kg lighter than its lead counterpart, charges faster, and has 6x less self-discharge). The maximum weight for both variants is 400 kg, resulting in a satisfactory payload of 199 kg for the T and 197 kg for the TT.

The newly shaped tank is not only aesthetically pleasing but also offers increased capacity: 16.5 liters—2.5 liters more than the 8S. Suzuki states a WMTC range of 393 km, and our test consumption varied between 5.1 liters during spirited riding and 4.5 liters in everyday use according to the display, making around 350 km achievable on a full tank.

The GSX-8T is available in Black, Metallic Mat Steel Green, and Candy Burnt Gold—the latter at an additional cost. The GSX-8TT comes with sporty designs in Black, Red, and Yellow, featuring red-painted rims and a seat with red stitching, or in a very elegant Green with gold rims.

They will hit the market soon—dealers are expected to receive the first units by late summer.

Pricing is as follows: In Germany, the GSX-8T is priced at 10,990 euros, and the GSX-8TT at 11,590 euros (plus 575 euros in additional costs). In Austria, prices are 11,690 euros for the GSX-8T and 12,390 euros for the GSX-8TT. Suzuki positions both models as stylish, modern alternatives for discerning retro fans. From my perspective, the GSX-8T conceptually takes over the role of the outgoing SV650X—with more tech and comfort. Naturally, an A2 variant is also available for both models.

In the market landscape, the GSX-8T and 8TT position themselves between established retro concepts and modern mid-range all-rounders. The more affordable XSR700 (starting at €9350) targets beginners and purists but offers less equipment and performance. The Z650RS (€8600) is classic but less powerful. Both models can't match the Suzukis in terms of features, build quality, and attention to detail, though they are significantly cheaper.

A tier above are heavyweights like the XSR900 (€13099) and Z900RS (€13750), which deliver more power but are noticeably more expensive.

The GSX-8T and 8TT bridge the gap with a modern tech package and cohesive design. Nevertheless, budget-conscious buyers might gravitate towards the GSX-8S (list price €9990). Whether the new Husqvarna Vitpilen 801 (€11990), which is similarly positioned in terms of performance and displacement, will capture attention remains to be seen in the coming months.

What is the difference between the GSX-8T and the GSX-8TT?

The GSX-8T is a classic naked bike with a windshield. The GSX-8TT features additional front and lower fairings for a sportier look. Technically, both are identical.

What engine is installed in the 8T & TT?

A 776cc parallel-twin with a 270° firing order, producing 84 hp at 8,500 rpm and 78 Nm at 6,800 rpm.

Do the Suzuki GSX-8T & GSX-8TT have modern electronic aids despite their retro look?

Yes. Ride modes, traction control, quickshifter, ride-by-wire, ABS, Easy Start, and Low RPM Assist come standard.

How does the GSX-8T relate to the SV650?

Officially, the two models are unrelated. However, it could be considered a conceptual successor to the SV650X with more modern technology.

When will the GSX-8T/8TT hit the market?

The launch is planned for late summer 2025.

How much do the Suzuki GSX-8T and GSX-8TT cost?

In Germany, the GSX-8T costs €10,990 and the GSX-8TT €11,590, each plus €575 in additional costs. In Austria, the prices are €11,690 (GSX-8T) and €12,390 (GSX-8TT).