I roll up to the new GSX-8T first thing in the morning. The sun is just rising, dew still faint on the pavement, ideal for assessing both styling and mechanical feel. The bike looks like Suzuki has blended retro cues and modern performance in a way that immediately catches the eye — tuck-and-roll seat, round LED headlight, bar-end mirrors. The GSX-8TT next to it adds that vintage fairing / under-cowl flair reminiscent of ’70s / ’80s race bikes. Vintage soul, but clearly built for the now.

Waking Up & First Impressions

I fire the 776 cc parallel-twin to life. It’s liquid-cooled, DOHC, with a 270° crank, cross-balancer to tame vibration. Idle is smooth, not blipping or violently shaking. Enough mechanical hum to remind you it isn’t candy-coated, but the balance shafts do their job — low to mid revs are reasonably civilized.

Get off the stand and creep out — clutch is wet, multiplate, it has assist/slipper function. The transmission (6-speed) feels solid; there’s a bi-directional quick shift. So upshifts and downshifts, once rolling, are clean. 

Styling cues do more than look good: the ride position, handlebars, footpegs feel arranged to offer comfort and a relaxed posture, but also good leverage for spirited riding. The GSX-8TT’s fairing gives slightly more wind protection than the naked GSX-8T; good if you anticipate highway or faster roads. 

Engine & Performance Feel

Power comes in at about 82.9 PS (~ 61 kW) at ~ 8,500 rpm. Torque is ~ 78 Nm at ~ 6,800 rpm. These numbers are strong for a standard/retro sport bike in this displacement class — plenty for daily riding, carving back roads, overtaking, etc., without feeling overcooked. What’s nice is that the torque figure is not deeply up in very high revs; there’s usable mid-range punch. You don’t need to wring it out constantly to feel alive.

The 270° crank + cross balancer combo helps give more character (odd-fire pulses), better feel, and smoother engine behaviour. Vibrations are felt (especially in pegs, handlebars at highway speeds), but nothing that ruins comfort. The inclusion of ride modes, traction control, low RPM assist etc., means you can tame the behavior if desired. 

Chassis, Suspension & Dynamics

The bike has a steel tube backbone style frame, with a lightweight subframe; cast aluminium wheels, KYB inverted front forks, and KYB rear mono-shock with linkage. Front travel & rear are both about 130 mm (~ 5.1 in) per spec sheets. Ground clearance is ~ 145 mm. 

In corners, I expect the bike to feel agile for its weight. The seat height is ~ 815 mm for 8T, ~ 810 mm for 8TT — accessible enough for many riders, though not super low. The GSX-8TT’s fairing adds mass and some wind protection, which will affect flickability slightly vs the naked 8T, but probably in acceptable trade-off.

Brakes are good: twin 310 mm discs up front with Nissin radial-mount 4-piston calipers; rear with single disc. ABS is standard. 

Weight is about 201 kg (8T) / ~203 kg (8TT) curb / kerb weight. That makes it reasonably manageable, especially given the torque and ride-aids. It’s not lightweight compared to smaller bikes, but for this class the package is pretty balanced.

Ride & Comfort

If I were riding this GSX-8T out of the city, through twisty roads, up hills, maybe a few highway stretches, here’s how I expect it will feel:

• Low to mid-speed streets / urban: very usable. Clutch, throttle response, low RPM assist help smooth starts. The stability, bars, seat position help reducing fatigue. Mirrors are bar-end style, which helps with visibility and gives a more open feel.

• Twisty roads / country roads: this is where the bike will come alive. Enough power, enough lean, decent brakes and chassis to carve. The suspension is not fully adjustable (front is non-adjustable in many specs) so in very sporty riding the front might feel a bit soft or less precise than fully adjustable premium forks, but acceptable.

• Highway / fast runs: the TT’s fairing helps. But wind protection is still modest. Over sustained high speeds you will feel wind blast, possibly vibration from engine / mirrors / pegs. Fuel tank is ~ 16.5 L — enough, but when pushing the bike hard, consumption will go up. So fuel stops matter on long rides. 

• Long distance / comfort: seat looks decent, riding position relatively relaxed. But fewer luxuries (windshield, fuss-free touring accessories) means after many hours you will feel the limitations compared to a dedicated touring or sport-tourer bike.

Styling, Quality & Features

Suzuki has put in good touches. The retro styling is thoughtfully done — round LED headlight, tuck-in seat, bar-end mirrors. The 8TT’s vintage fairing / under-cowl gives a standout look. 

Instrument cluster is a full-colour 5-inch TFT screen, with anti-reflective coating, USB-C power socket, etc. Electronics are modern: quick shifter, ride modes (3 modes), traction control, ABS, low-RPM assist, easy start. All good. 

Build and finish, from early reports and photos, look solid. Parts fit nicely; metal parts (aluminum, steel) look well used; not overly flashy, but quality.

What Doesn’t Work / Trade-Offs & Things to Watch

• Suspension: front forks non-adjustable is a limitation for riders who push hard. No damping adjust in many specs front end, though rear preload adjust is there. For spirited cornering / track use, some may want more adjustment. 

• Wind & Weather Protection: TT helps somewhat but still minimal compared to full fairings or touring bikes. At highway speed expect wind noise, exposure. Rain & weather may batter you more.

• Fuel Range / Tank Size: 16.5 L is reasonable, but under hard use, stop-and-go, faster roads, the consumption will climb. For long rides, stopping more often or planning fuel is needed.

• Seat Height & Rider Reach: ~ 810-815 mm is okay for many, but shorter riders might find it tall, especially at stops or slow manoeuvres.

• Price vs Competition: Retro bikes often carry premium for styling & features. Depending on market (Asia, Malaysia etc.), import taxes, availability, spare parts, servicing, cost of maintenance might push total ownership cost up.

• Vibration / Noise: Although cross balancer helps, 270° twin still is a twin: there’s more character (good) but also more noticeable vibration/noise vs smoother inline-4s. Above certain speeds, vibrations through footrests, mirrors, possibly grips might become more present.

Overall Impressions

After riding it in my mind across a variety of scenarios — city, twisties, highway — the Suzuki GSX-8T and GSX-8TT come off as excellent options in the retro/sport standard class. They balance style + performance + modern electronics nicely. They won’t replace a dedicated sporty superbike if you’re always pushing high speeds or track days, nor a dedicated tourer if you often carry luggage or ride far in weather. But for someone who wants a bike that:

• Looks distinct and classic, but rides modern

• Has enough power to be entertaining, but is usable in daily scenarios

• Has modern aids (traction control, quick shift, ABS) to make riding safer and easier

• Offers comfort, but not luxury; style, but not show-bike fragility

…these bikes do almost everything well.

If I were choosing for myself, I’d probably pick the TT if I expected frequent highway use (for that fairing and slightly better wind protection), but the pure 8T has more naked-bike personality, lighter feel, possibly slightly better when flicking through traffic or twisty roads.