2026 Suzuki GSX-8T first ride review

These are technically new models, but the bikes’ underpinnings are familiar. The 8T with its traditional UJM style and the 8TT with its quarter fairing and aesthetic flourishes are wholly based on the GSX-8S we reviewed in 2023. There are no changes to the engine tune, suspension, or even the ergonomics, and I’d say that’s largely a good thing.

The same, but different

I’d recommend reading Zack’s first ride review for a full dose of technical details, but in the meantime here’s a summary of these bikes’ basics.

The engine is a 776 cc parallel-twin with a 270-degree crank that gives it a dose of V-twin character. It makes about 80 horsepower and 57 foot-pounds of tractable torque, which are spread pretty evenly across the rev range.

There’s a steel frame with a separate rear section and basic suspension from KYB that’s a good blend of supportive and compliant. You get an upside-down fork and preload adjustment on the shock, but that’s it. As a consolation, there’s a tidy TFT dash, bi-directional quickshifter, ride modes, switchable traction control, ABS, and even a USB-C port in the cockpit. The brakes are excellent, handling is stable yet responsive, the ergonomics are tame, and the curb weight is right around 445 pounds. In summary, the GSX-8 platform is great; functionally, it’s an SV650 for the modern era.

When it comes to the T and TT, the difference is almost entirely aesthetic. Suzuki pulled styling cues from the 1970s and ‘80s to offer its GSX-8 platform in two new flavors. You get a classic, round headlight (with modern LED lighting), a larger, tapered tank that arcs into metal-look radiator shrouds, broader pleated seats, and bar-end mirrors. The TT adds a mini fairing and chin spoiler, plus contrast stitching on the seat and contrasting paint on the wheels.

Despite carrying 0.6 gallons more gas than the S, the T and TT aren’t any heavier, which is largely due to a new lithium-ion battery that’s 70% lighter than the lead-acid units in the S. Perhaps that spicy new battery tech contributed to a hike in price, because the GSX-8T that I rode retails for $10,649 and the TT is $500 more at $11,149. Those are big jumps from the S’s $9,249 price tag, so maybe Suzuki expects these models to appeal to older riders with more disposable income. Or younger riders who are driven by emotion.

Come for the style, stay for the substance

Whoever ends up being swayed by the T and TT’s good looks will be rewarded with a wonderful do-it-all motorcycle. I referenced the SV650 before, and that’s because the GSX-8T has a similar character profile. It’s easy to ride, fast enough to be thrilling, and functional enough to take to work, up your favorite twisty road, or even across the state. Like the SV, the T and TT are a sensible rung for newer riders to step up to, while at the same they’re bikes that a more seasoned rider might step across or down to in pursuit of a simpler riding experience.

There’s something unexpected that adds to the bike’s elemental feel, and that’s the bar-end mirrors. They work great (we don’t get to say that often these days) and leave you with a uniquely panoramic forward view. It’s a small detail, but it adds to the riding experience in an important and meaningful way.

Of course, I’ve got my nits. I found the seat-to-peg distance to be a little limited for my five-foot-11-inch frame, and like Zack I noticed the electronically assisted downshifts were delayed and didn’t rev-match sufficiently. And while I think these are attractive machines, like most modern motorcycles that are laden with electronics and emissions equipment, you don’t want to look too closely. That water pump/thermostat/oil cooler complex hanging off the right side of the engine is as unfortunate as a neck goiter.

Pick your flavor

You might think these two bikes are just another example of Suzuki reaching into the parts bin to make something new. I say it’s more like a different preparation of popular ingredients. The T/TT combo is the taco to the S’s burrito and the R’s enchilada. Same basic stuff, but a different flavor to suit different palates.

From my perspective, there’s just one big obstacle standing in the way of these bikes’ success, and that’s the CB750 Hornet from Honda. It delivers the same broadband functionality with a livelier engine, lower curb weight, and a substantially lower price than even the GSX-8S. I mean, it’s only $7,999!

Then again, the Hornet lives up to its name by looking like it just wriggled out of a hive, and for some folks, that’s a deal breaker. For those riders, these two Suzukis provide an aesthetic alternative.

2026 Suzuki GSX-8T
Price (MSRP)	$10,649
Engine	776 cc, liquid-cooled, eight-valve, parallel twin
Transmission, final drive	Six-speed, chain
Claimed horsepower	82 @ 8,500 rpm
Claimed torque	57.5 foot-pounds @ 6,500 rpm
Frame	Steel-tube double backbone
Front suspension	KYB 41 mm fork; 5.1 inches of travel
Rear suspension	KYB shock, adjustable for spring preload; 5.1 inches of travel
Front brake	Nissin four-piston calipers, 320 mm discs with ABS
Rear brake	Nissin single-piston caliper, 240 mm disc with ABS
Rake, trail	25 degrees, 4.1 inches
Wheelbase	57.7 inches
Seat height	32.0 inches
Fuel capacity	4.3 gallons
Tires	Dunlop Sportmax Roadsport 2; 120/70ZR17 front, 180/55ZR17 rear
Claimed weight	443 pounds
Available	Now
Warranty	12 months, unlimited miles
More info	suzukicycles.com