The Route Napoleon is considered one of the best drives across France. It starts near the French Riviera and runs up to the southern tip of the Alps. The route earns its namesake by following the path that the one-time French emperor used to covertly make his way north after escaping his first exile. Despite wet conditions with gravelly sections enroute and frost at higher elevations, it was a most excellent place to have our first dance with Suzuki’s new naked, the 2023 GSX-8S. The second of two 776cc Parallel-Twin-powered models from Suzuki, the GSX-8S proved its mettle over just a single day’s ride in terms of being a contender in the middleweight naked category. Let’s get to it.
Suzuki’s new naked bike delivers a one-two punch with its excellent new Parallel-Twin engine.
Editor Score: 82%
Engine | 18/20 | Suspension | 10/15 | Transmission | 7.5/10 |
Brakes | 7.5/10 | Instruments | 4.5/5 | Ergonomics | 9/10 |
Appearance | 9/10 | Desirability | 8.5/10 | Value | 8/10 |
+ Highs
| – Sighs
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As previously alluded to, the GSX-8S follows on the heels of the 2023 V-Strom 800 DE as the second model to use the all-new 800 platform. The two models share the engine and the steel main frame that the Twin bolts into as a stressed member. The 776cc DOHC Parallel-Twin gets its capacity from a couple of 84mm bores with 70mm strokes, while the compression ratio comes in at 12.8:1. The 2023 Suzuki GSX-8S is said to produce 82 horsepower at 8,500 rpm, with 57.5 pound-feet of torque topping out at 6,800 rpm. Redline cuts in at 9,250 rpm.
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Ergonomics seem pretty spot on for a guy who’s 5-foot 8-inches tall with a 30-inch inseam (I could flat foot both boots).
The name of the game with Suzuki’s new mill is its low- and mid-range power. After riding the V-Strom 800 DE about six weeks ago, I was actually surprised by the low-end punch on the GSX-8S. Suzuki told us previously that there was little change in mapping between the two bikes, but the 8S still feels punchier – if my perma-jetlagged brain can be trusted. This also makes it a wheelie machine in the hands of those well versed in the art. There is a noticeable hit of power in the mid-range as well around 7,000 rpm that tugs the corners of your mouth into a grin every time. That said, once you’ve made it much further into the rev range, power begins to sign off as you approach redline, so there really isn’t much reason to have the motor screaming at the top of its lungs.
Speaking of lungs, as it was on the ‘Strom 800, the 8S uses a horizontal six-liter air box that is situated under the seat and breathes out of what Suzuki says is its first “short muffler” which keeps weight central and low. The cooling system uses a thermostat control valve which we’re told aids in quicker warm up times and more stable combustion temperatures, leading to reduced exhaust emissions. A dual-counter balancer is also used to quell unwanted vibration and does a good job up until the point where you probably don’t mind under liberal throttle twistage.
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The 3.7-gallon fuel tank is fairly common in this category, and although we weren’t able to verify mpg figures, it’s likely safe to assume the ballpark it’ll be playing in will be mid-40s.
A non-adjustable fork and preload adjustable (with a tool) shock are both supplied by KYB, and both offer 5.1 inches of travel. The seat is a manageable 31.9 inches from the ground, and it’s a comfy perch, indeed. A couple of 17-inch cast wheels are right for this sporty steed and are shod in Dunlop Roadsport 2 rubbers. Trail and rake is 4.1 inches and 25 degrees, respectively. Combined with the 57.7-inch wheelbase, the chassis geometry leads to a stable, well-handling ride. Curb weight is said to be 445 drippin’ wet.
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Riding the GSX-8S is a thoroughly digital affair thanks to the ride-by-wire throttle. Unfortunately, cruise control was not bestowed upon the 8S.
The GSX-8S features many of the same electronics, which Suzuki refers to as the Suzuki Intelligent Ride System (S.I.R.S.) seen on the V-Strom 800, and they’re controlled via the left switchgear through the five-inch TFT display. S.I.R.S. includes the Suzuki Drive Mode Selector (SDMS) which gives the rider three options for throttle response, the Suzuki Traction Control System (STCS) offers three levels of intervention including off, and the bi-directional Quick Shift System (QS) does exactly what its name implies. SDMS and STCS can be adjusted on the fly. ABS has a single standard setting which can’t be altered, and none of the electronics are IMU-based.