Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/1540349
2026 SUZUKI GSX-8TT ($11,149) ENGINE Inline parallel-twin VALVETRAIN DOHC, 8-valve COOLING SYSTEM Liquid DISPLACEMENT 776cc BORE X STROKE 84.0mm x 70mm FUEL INJECTION Electronic fuel-injec- tion system, 42mm throttle body COMPRESSION RATIO 12.8:1 EXHAUST 2-1 TRANSMISSION 6-speed CLUTCH Wet, multi-plate, slip and assist ELECTRONICS Three Riding Modes, ABS, Traction Control CHASSIS Tubular steel FRONT SUSPENSION Inverted forks, not adjustable REAR SUSPENSION KYB monoshock, adjustable preload adjustment FRONT BRAKE Twin 320mm discs, Nissin 4-piston radial monobloc calipers REAR BRAKE Single 240mm disc, Nissin single-piston caliper FRONT TIRE 120/70ZR17M/C (58W) REAR TIRE 180/55ZR17M/C (73W) RAKE 25° TRAIL 4.1 in. WHEELBASE 57.7 in. SEAT HEIGHT 31.9 in. FUEL CAPACITY 4.3 gal. WEIGHT (CURB, CLAIMED) 445 lbs. P96 RIDE REVIEW I 2026 SUZUKI GSX-8TT still being clearly connected to its sibling. That connection to the GSX-8R is important: it means buyers know they're getting a proven engine and chassis, a package that has al- ready been tested and refined. But it also means they have a choice, between the sharpened focus of the R and the broader, more characterful appeal of the TT. The GSX-8TT seamlessly bridges the old and new eras, but in a way, Suzuki has almost done too good a job in the TT's creation. Everything is fine—the ride position, the engine perfor - mance, the suspension action, even the limited electronics— but it's missing that certain pizzazz a bike like the three- cylinder XSR has in spades. Maybe it's just me not quite gelling with the sound coming from that overly effective muf- fler, and maybe I should hit up Yoshimura and see if they have an aluminum remedy. For riders who want a bike that can commute during the week, take them out of the city over weekends, and still turn heads when it's parked outside a café, the GSX-8TT is hard to fault. It won't outgun supers- ports on the track or swallow endless highway miles with the ease of a full-faired machine, but that's not its mission. The good thing is the TT doesn't feel like a parts-bin special. Suzuki has created a bike that feels like it belongs in today's lineup while paying a nice tribute to its past, one I'm sure Mr. Cooley would approve of. CN However, for the type of rid- ing most buyers will do—week- end rides, commutes and short trips into the twisties—the TT's ride position and ergonomics feel relaxed and sustainable. The larger fuel tank also adds range, a practical benefit that reinforces the idea that this bike is made to be lived with daily, not just ridden hard occasionally. Suzuki is a little late to the retro party, given bikes like Yamaha's XSR700 or Honda's CB650R have been around for a while now. But there's method to the madness, as Suzuki had a few years to get the twin- cylinder platform just right and give the TT some funky clothes as a result. There are compromises, of course. The lack of suspension adjustability will put off rid - ers who like to fine-tune their setup, and although the retro- inspired fairing looks good, it doesn't provide much in the way of aerodynamic advantage (we've come a long way since the early 1980s, where this bike draws its inspiration from). Riders who do long motor- way stretches will find the wind blast tiring compared with the 8R's more streamlined fair- ing, and the TT carries a small weight penalty over the naked GSX-8S, thanks to its additional bodywork and larger gas tank. However, in practice, it's not something you really feel. Suzuki could have taken the easy route and simply dressed up the 8R in retro clothing, but it hasn't. It has created a machine that stands on its own while