There was a time when a middleweight sports bike meant a 600cc, four-cylinder screamer with uncompromising ergonomics and diminutive size; brilliantly focussed but certainly not for everyone or every journey.
Recent years, however, have seen the middleweight class lose much of its hardcore image and dynamics in favour of a more docile and accessible design language; roomier riding positions, cheaper (but still perfectly good) components, decent horsepower and a swing towards sports-touring dynamics and manners with an interesting blend of comfort and sport, more often than not at a reasonable price.
Maybe it was because the riding population is getting older, but these softer sports bikes have gained huge traction while the Supersport bike sales dropped off a cliff, to the point where they are largely extinct.
There’s a wide choice of these so-called ‘soft’ sports bikes now, from the Triumph Daytona 660 (sadly not available in SA), the Yamaha R7, Aprilia RS660 and, most recently, the Suzuki GSX-8R. This latter is, of course, the faired version of the naked GSX-8S, which in itself is a deeply impressive bike, so can the 8R improve on that?
Engine- and chassis-wise, there is no difference between the naked and faired GSX-8S. Suspension on the 8R has changed to Showa SFF-BP forks (from KYB on the 8S), the handlebars are different and, of course, there is the new full fairing.
The riding position is sportier but not extreme – you can even call it comfortable – and, overall, the GSX-8R has a slightly sharper nature than the naked 8S.
The engine is the heart of the beast and Suzuki’s new parallel twin is stuffed full of character and bags of low- and mid-range torque, which lessens the need to stir the gearbox unduly to make rapid forward progress, although thanks to the excellent quick shifter and auto-blipper, you find yourself swapping cogs more than you need to just for the fun of it. 83 horsepower might not sound like a lot but, in real-world situations, it’s more than enough, whether riding on the highway, where the revs remain low even at 160km/h, or hustling it along a twisty road and using all the available revs.
In actual fact, there’s no need to rev it to the red line and not much point, either, as the engine runs out of steam up at those heights; keep it in a higher gear than you would on a 600cc four-cylinder and use the torque to pull you out of a corner and you’ll find yourself setting similar times over your favourite roads.
Given its nature, it’s certainly not as sharp as a Supersport 600 but, for the vast majority of riders, that will be a bonus, not a drawback. If you are mainly a track rider, then you’ll likely reach the limits of the GSX-8R’s handling and performance but, as that was never the brief for the 8R, then it’s no disappointment. As it is, the 8R is very close to the perfect blend of sport and comfort, dynamics and flexibility you could ever need.
The riding position is near perfect for a six-foot rider, the foot pegs set low and the handlebars relatively high, so there is a lot of room, making all-day comfort no issue whatsoever. The seat is low enough to make shorter riders feel confident and the fairing deflects air sufficiently well that, when getting a move on, on the highway, there is little sensation of speed, a feeling helped by the relatively low-revving motor. The GSX-8R manages to be that rare mixture of relaxing at speed but able to turn up the excitement level when required without ever feeling out of its depth.
Electronically, there are three throttle modes – A, B and C – with A being the sharpest. Actually, B is the best mode, losing the snappy sharpness of A without reducing available power. There are also three levels of traction control intervention, dual-channel ABS and a full-colour TFT dash which is clear enough.
The new parallel twin engine in the 8S application has proven itself to be completely bulletproof and there’s no reason why it shouldn’t be the same in the 8R, given that it is in no higher a state of tune. That comes as no surprise, of course, as if Suzuki is known for anything, it is the solidity of its engineering. On first acquaintance, there is nothing else on the bike that looks like it will give any problems.
The only minor complaint, which the 8R shares with the 8S, is the slightly inadequate 14-litre fuel capacity. On my recent trip on the 8S to Plettenberg Bay and back to Johannesburg, it was a juggling act to find the best combination of speed and range. Get a move on and sit at 160km/h and the tank drains alarmingly quickly, forcing you to slow dramatically to make it to the next fuel stop, thus negating the advantage gained by travelling at that speed. I found that 135-140km/h was the sweet spot for range, getting around 200km out of a tank. Still not great for touring but, then, this isn’t a touring bike, even if it is comfortable enough to be treated as such.
But that’s a minor complaint and in no way detracts from the GSX-8R. It’s beautifully made, solidly engineered, well-equipped with good brakes and suspension and very good looking, no matter which colour scheme you choose – Suzuki blue, bright yellow or silver/grey. Factor in the price – R179,950 – and it’s difficult to find any argument against the GSX-8R; a perfectly accessible and dynamic motorcycle ideal for modern riding conditions.
Suzuki GSX-8R
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