If there is a road that defines the Suzuki GSX-8TT, then it is the B6399 in the Scottish Borders. Running third and fourth gears between the never-ending sequence of corners, opening the throttle for another surge of forward motion as soon as I could see the exit.
So, if it is so engaging, invigorating and addictive, what is there not to like?
Well, that is the big question, and why I want to make the case for Suzuki building the GSX-8TTT or 8TTR after riding the GSX-8TT for a thousand miles, uphill, down dale, loaded with camping gear and through the morning traffic to the office.
A Thousand Miles Later
The Suzuki GSX-8TT is an understated retro-inspired modern. It doesn’t have outdated graphics, faux-race-heritage stickers, or overblown launch hype.
It just nods in the direction of 1980s AMA Superbikes and then goes about its business of being exceptionally well put together, genuinely enjoyable to ride, and—crucially in today’s market—priced competitively in a market segment that is being flooded with low-cost motorcycles.
At £8,995, the Suzuki GSX-8TT offers serious performance value, and for the most part, it delivers on that promise with real conviction.
Chassis
The backbone of the whole experience, the chassis is standard across the Suzuki 8 range of motorcycles. Yet, of them all, the GSX-8TT is, for me, where the chassis and riding position have come together beautifully.
Fresh out of the crate, the GSX-8TT has an inherent confidence. The sort that encourages you to be naughty, while quietly whispering “It’s fine … Carry on”.
The geometry feels purposeful, compact without feeling cramped, and with just enough aggression to keep things interesting.
That eager nature reveals itself the first time you tip into a bend. The Suzuki GSX-8TT turns in quickly – very quickly.
It could be said that it turns a touch too eagerly at first acquaintance. It’s not unstable, not nervous, but it does demand a certain level of trust, especially on unfamiliar roads.
Get used to it, though, and it becomes part of the bike’s charm. With the right tyres -Dunlop SportSmart 4s are a particularly strong match – the front-end grip and communication elevate the whole experience. It feels sharp, reactive, alive.
Engine
The engine is a masterpiece. Really, that is all that needs to be said.
There are mountains of torque across the rev range and the perfect amount of power, delivered with urgency yet smoothly, so you can open the throttle with confidence.
This is one of those motors that simply does everything well and never feels like it’s working harder than it should be. There’s enough character to keep it engaging, but not so much that it becomes tiring over distance. It’s a proper all-rounder in the best sense.
Fuel Consumption
At real-world motorway speeds, I was seeing around 55mpg, which is more than respectable.
More than once, the full-tank range on the dash showed 195 miles, which, from the 16.5-litre fuel tank, is an average of 53.7 miles per imperial gallon. I tested this down to the last two litres, riding 170 miles before refilling the tank.
Impressive, considering I’d just arrived at the petrol station in Boroughbridge, having ridden the A689 Hartside Pass, strictly within the posted speed limit [of course you did ~ Ed.], and only had to fuel-save on the last motorway stretch.
Aerodynamics
Essentially, the GSX-8TT is a GSX-8T with a nose cone fairing. Suzuki either got lucky or spent time in the wind tunnel working out how to make the GSX-8TT comfortable for a rider of around six feet tall. In other words, me.
The indicated 80 MPH airflow was perfectly positioned on my chest, taking the weight off my wrists and arms. The LS2 Dragon helmet is the perfect partner for the 8TT, quiet and smooth in the motorway airflow, making two-hour stints on the bike comfortably achievable.
Discover you are six inches shorter, and things become less ideal. The airflow that was supporting me was hitting my colleague squarely in the face, and he found himself adjusting his posture more often than he’d like.
It’s not a dealbreaker, but it’s a reminder that “one size fits all” fairings rarely do fit all.
Back in town, on the daily commute, the Suzuki GSX-8TT feels completely at home, winning the traffic-light Grand Prix and slicing through the queuing traffic with smug efficiency.
The heads-up riding position is relaxed and makes all-around visibility easy, and the bar-end mirrors – often more style than substance on many bikes – actually work.
They stay clear at all RPMs, and don’t dissolve the world around you into a blur at speed. The placement is also superb, providing a wider-than-normal view without elbow gymnastics. It’s a small detail, but it speaks volumes about the thought that’s gone into the bike.
Suspension
Now, onto the one area where the accountants at Suzuki had brain fade and how they achieved the desirable £8,995 price tag: the suspension.
The suspension is a poor balance between price and engineering. On smooth tarmac, the Suzuki GSX-8TT is borderline brilliant. You can grab a handful of throttle the moment you’ve got a clear view of the exit, and the bike drives forward with absolute conviction.
The chassis holds it all together, the tyres dig in, and everything feels beautifully aligned.
But introduce less-than-perfect road surfaces, and the story changes. Suddenly, that eagerness starts making the 8TT behave as if it has picked a hedge for you to land in.
Hit a series of bumps mid-corner or while accelerating, and the suspension struggles to keep everything composed, to the point that you check the throttle and put Issac Newton in charge, until it all settles back down again.
And here’s the key point: it’s frustrating because everything else is so good. The chassis wants to go faster. The engine definitely wants to go faster. Even the OEM tyres are quite happy with the pace. But the suspension gets overwhelmed and asks you to rein things in, not because you are riding too fast, but because it can’t keep up with the rest of the bike.
The standard suspension is not a fatal flaw. Ride the Suzuki GSX-8TT on well-surfaced backroads, and it absolutely comes alive.
Flowing corners, predictable surfaces, and just enough space to let that engine stretch its legs, and you can carry speed effortlessly, flick from side to side with that eager turn-in and enjoy the kind of riding that reminds you why middleweight machines are often the sweet spot.
Ride a British backroad with potholes and pealing tarmac, and it is a different story.
The Suzuki GSX-8TT-T
At £8,995, something had to give. The frame is excellent, the engine is genuinely superb, and the overall build quality never feels budget, which is true across the Suzuki 8 range.
Pulling back on the quality of the 8TT suspension components was perhaps the obvious choice to compensate for the cost of the fairings and other differences.
But why place the swinging arm pivot to minimise rear-end squat if you are then going to install budget suspension?
Aftermarket would be one option; a Hagon rear shock would be in the region of £300-£400, but the GSX-8R has upgraded, adjustable suspension. Why not fit that?
Suzuki has the parts; the two bikes share the same frame and mounting points – so, Suzuki, may we have a GSX-8TTT please or perhaps call it the GSX-8TT-R?
Yes, it would cost a few quid more, or perhaps Suzuki could make it an upgrade option, but why make such an excellent motorcycle and then dumb it down?
Bottom Line
The Suzuki GSX-8TT isn’t trying to be a hyper-focused sports machine or a long-distance luxo-tourer. It sits comfortably in that middle ground, capable of doing a bit of everything, but always leaning towards making every day a joyous experience.
The GSX-8TT never felt like a “cheap” bike. There’s an important difference between cheap and compromised, and the Suzuki GSX-8TT firmly lands on the right side of that line.
The standard Suzuki switchgear feels solid, the finish is clean, the LED lighting gives it good road presence, and the overall impression is of a well-engineered machine rather than a price-point-parts-bin special.
In many ways, the Suzuki GSX-8TT is exactly what a lot of riders have been asking for: a modern, usable, characterful middleweight that doesn’t break the bank.
Yes, the suspension could be better. Yes, shorter riders might wish for a slightly different fairing profile. But these are small caveats in what is otherwise a thoroughly enjoyable and impressively capable motorcycle.
