Road Tests and Reviews climbed on the Suzuki middleweight GSX-8R, the race-orientated sports bike. A few of our testers got to try the machine on the private airfield we often use and set up as a race track. The bike delivered performance, handling and excitement, leaving the fortunate riders beaming.

Affordable mid-sports bikes are gaining popularity in 2024, marking a revolution in practical sports motorcycles. These bikes promise to revive the category after years of declining sales of their supersport-focused ancestors. Although exceptions exist, such as Honda (CBR600RR) and Kawasaki (ZX-6R), Suzuki, a Japanese competitor, has stopped making all GSX-R machines over 125cc. Due to strict emissions limits and low sales, the last batch of GSX-R600, 750, and 1000 models are no longer available in the European market. Instead, Suzuki is introducing a more versatile option for 2024 with the GSX-8R. The model aims to be a one-bike solution for riders who want something that can handle both daily commutes and occasional track days.

The UK price for the 2024 Suzuki GSX-8R has been confirmed as £8899, and it is now available in dealerships. direct competition with other middleweight, sub-100hp sports bike twins such as the Yamaha R7, Honda CBR650R, and Triumph Daytona 660. However, it is worth noting that the Suzuki is the only one of these bikes to come fitted with a bi-directional quickshifter as standard.

The bike is available in blue, silver, or black. Each colour comes with grey, red, or black wheels. Although the tank colour remains the same for each option, a blue tank would have looked much nicer on the blue bike.

While testing the GSX-8S, the team was impressed by the torque produced by its new 776cc parallel twin engine. Suzuki spent a decade developing this engine before releasing it to the public. The engine has no technical changes in its GSX-8R application, which still delivers strong torque and a smooth-running feel. Suzuki's patented Cross Balancer system makes it feel more like a V-twin engine than a parallel version. The engine's long-stroke dimensions of 84mm bore and 70mm stroke, coupled with well-tuned electronic throttle maps, produce a bulging mid-range, resulting in punchy performance that belies the relatively tame peak power figure of 81.8bhp (61kW) at 8,500rpm, which is the same as GSX-8S—the torque peaks at 57.5 lb-ft (78Nm) and 6,800rpm. The engine's off-the-line response is impressive, making it possible to be the first one away from the lights, despite not winning the café bragging rights for peak power.

The GSX-8S comes equipped with some standard features such as an up/down quickshifter to help you with the six-speed box, Suzuki's Drive Mode Selector (SDMS) and Traction Control System (STSC), the company's one-touch 'Easy Start' system, and Low RPM Assist to prevent stalls. Additionally, there are three power modes to choose from, which provide a range of throttle response settings and three traction control presets that allow you to adjust the amount of wheelspin before the system kicks in. You can even turn off the traction control for some added entertainment. The best part is that you can do all these adjustments on the fly with the throttle closed.

The quickshifter can be hesitant on the track when faster downshifts are required, although this is not its natural hunting ground. However, during the road section of the test, I did not notice any shortcomings. The engine, on the other hand, is impressive. It has an abundance of torque through the low-to-mid range, enough to make you question which gear to take for the next turn. I found running a gear higher in most cases better because the bike still had enough power to pull away without compromising the handling or pace in the middle of the corners. It applies to both road and circuit use, making gear changes less frequent. Accelerating from a standstill or at low revs is enjoyable, thanks to the torque chart. I spent 98% of the day in the bike's sportiest 'A' mode, which is not too aggressive. Modes 'B' and 'C' affect the throttle mapping and will take you to the same peak power and torque figures but with less urgency. Under full-throttle acceleration, changing up sooner than you think is best to avoid allowing the bike to rev too high, which will not be rewarding.

The Suzuki 8R is a powerful bike that handles well. It smoothly transitions from acceleration to braking and vice versa, uphill and downhill, without upsetting the balance of the machine. Although its peak power is just over 80bhp, its engine is easy to manage and allows the rider to control momentum effectively. With its 205kg weight, the bike feels lighter than it is, and it's user-friendly and obedient yet still eager enough not to bore. The torque curve from low down gives the bike enough power to get going smoothly without requiring too much nurturing or encouragement. It's also easy to operate, with a light clutch lever ideal for less experienced riders or those who prefer a more relaxed ride.

If you have an A2 licence, the Suzuki dealership will restrict the bike, which can be undone once you attain the relevant licence, but at a cost.

The LED headlight is solidly mounted in the fairing rather than onto the steerable part, reducing the mass on the moving section and promising sharper responses. The handlebars are aluminium, again to save weight, and mounted lower and further forward than on the GSX-8S, albeit without being race-style clip-ons. Some might wish they were a little lower for that more aggressive riding position, but that'd add weight to the wrists and isn't the bike's intended purpose. The footpegs are straight from the GSX-8S, so they haven't been raised or shifted rearwards. The GSX-8R is meant to be an all-rounder, not a track bike. You get a decent riding position with enough weight over the front to direct the steering end into the corners more accurately than the GSX-8S.

The brakes on the GSX-8R are the same as the ones on the GSX-8S. The front brakes feature 310mm discs and Nissin four-pot callipers, while the rear brakes come with a single-pot calliper and a 240mm rotor. The brakes offer a lovely feel, are progressive, and not too harsh at their initial bite. The ABS doesn't interfere too quickly, either. The bike can reach up to 132mph on the track, but the brakes perform well, even from the 200-metre board, allowing the rider to take a tight right-hander with enough composure. On the road, there is a slight clunk at the initial grab, but it's not significant and might relate to the compressing of the front forks.

The GSX-8R has the same tail section and footpeg position as the GSX-8S, with a low 810mm seat height, making it easy to handle. While the sportier riding position with lower, further forward bars puts more pressure on your wrists, it remains comfortable for long rides and high speeds. The bike's aerodynamic design, with a fairing, screen, and aero-designed mirrors, allows versatility and helps push the airflow around the rider. The GSX-8R has a long 1465mm wheelbase, providing cornering stability.

A tangible ignition key is quickly becoming a thing of the past, except here. The key sticks out of the barrel too far and sits slap bang in the middle of the top yoke, and while it doesn't prohibit the view of the TFT screen, it does look a little clumsy, and if you have any other keys attached on the same keyring, they're likely to scratch and distract.

A set of wide, nicely angular mirrors is easy enough to adjust, but I did find a little too much of my shoulders in the inside ¼ of each.

Dunlop's Sportmax Roadsport 2 tyres are the OE fitment, and I found them ideal for the job. Being just a 103-mile gallop, the test ride didn't give me enough time to judge their longevity or wet weather performance, but they were swapped out for a set of Dunlop Sportsmart TT tyres for the track element. Again, they were ideally suited for the 8R's capabilities, even with the traction control turned off – just half a lap was all it took to get them warm enough.

A 14-litre tank is a popular size for this sector, yet even though Suzuki claims an economy figure of 67.23mpg, which would offer a range north of 200 miles, the trip indicated 47.5mpg having covered 103 miles of the usual press launch pace (about as uneconomical as you can get), and that left 22-miles in the tank. It's not ideal, but at least this figure offers a base level.

Nowadays, a 5-inch colour TFT display is a standard feature in the motorcycle industry, whether a scooter or a superbike. The GSX-8R adheres to this standard using the same dashboard as the GSX-8S. This high-quality dashboard has a clear layout and display, including different modes for day and night riding, which can be overridden if you prefer one.

The dashboard provides all the information you'd hope for, including a trip computer, service reminder, and indications of riding modes and traction control settings, all accessible via the left-hand bar pod. However, it lacks smartphone connectivity, navigation, and media controls, which are increasingly becoming the norm for today's bikes.

For the GSX-8R, Suzuki focused on creating a beautifully versatile engine with low-mid range torque, where it excels and outperforms its competitors. The GSX-8R is stylish, affordable, and has a quality finish. Its punchy yet smooth engine character is combined with a chassis promoting speedy yet stable steering, making for a perfectly blended all-around package. It has the potential to be the modern-day VFR800.

Some minor issues that detract from the GSX-8R's being a stunning choice include its thirst for fuel, limited ground clearance, and notchy quickshifter. Some may find the seat length too short, handlebars not low enough, and a limited screen height.

The Suzuki GSX-8R is an affordable, versatile motorcycle that can do it all. A one-bike solution that caters to the needs of many riders, whether for daily commuting or the occasional track day. However, touring with this bike might be challenging as the pillion seat has limited storage space.

Price: £8,899

Kawasaki Ninja ZX-4RR | Price: £8,699

Power/Torque: 76.4bhp @ 14,500rpm / 28.8lb-ft @ 13,000rpm

Honda and CBR650R | Price: £8,499

Power/Torque: 93.9bhp @ 12,000rpm / 46.5lb-ft @ 9500rpm

Triumph Daytona 660 | Price: £8,595

Power/Torque: 93.9bhp @ 11,250rpm / 51lb-ft @ 8250rpm

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The Race Track ready GSX-8R from Suzuki.