Eighties-inspired retros are one of motorcycling’s latest trends. From Yamaha’s well-received XSR900GP to Honda’s recently announced CB1000F, it appears that the early ‘80s are the new ‘70s when it comes to capturing the hearts of today’s nostalgic biker.
Now Suzuki are getting in on the act, paying tribute to their famous GS1000 superbikes with a pair of machines based around the GSX-8S. Called the GSX-8T and the GSX-8TT, the latter differing mainly through a small nose fairing inspired by the GS1000S raced by American Wes Cooley in the late 1970s and early 1980s, they are the latest addition to a platform which also includes a sportsbike, roadster and a variety of V-Strom adventure tourers.
Both retros share their chassis with the GSX-8S roadster and feature the same KYB suspension, frame, wheelbase, rake and trail, as well as the 82bhp 776cc parallel-twin engine. These ‘new’ Suzukis are largely styling exercises, but there is more to them than simply different bodywork and paint schemes.
The TT, in particular, really looks the part with its circa 1980 headlight cowling. The bike has been designed in partnership with Suzuki Japan and the company’s design office in Italy, and even though it is based heavily on the GSX-8S, it has its own distinct feel and attitude.
Not all the differences between the GSX-8S and the T and TT are cosmetic though. Suzuki has fitted a 2.1 kg lighter lithium-ion battery to the retros, while the completely new headlight is closer to the handlebars, to promote lighter steering. Bar end mirrors are a first for Suzuki, the sculpted fuel tank jumps up in capacity from 14 litres to 16.5 litres, and both the T and TT have different seat designs, which are larger and softer for both rider and pillion, when compared to the GSX-8S.
Yes, it’s all about styling, but they’ve done it well. The round headlight (with a flat bottom,) new retro seats, 8-Ball emblems, black engine, those mirrors and a high-quality finish combine to work superbly in the metal. The TT, with its additional fairing, is fantastic. It’s certainly got soul.
Transforming a modern day Euro5+ bike into something that authentically hints at another era is nothing new. For all it seems simple enough, the devil is in the detail. You have to hide sensors, catalytic converters, hoses and other such stuff. And Suzuki has done it.
On board it feels robust, mechanical, metal and solid – like a retro bike should. The switchgear and digital dash, displaying riding modes and rider aids data, expose the bikes' true modernity. Tech like this would have been laughed away as futuristic fantasy when the original Suzuki GS bestrode the world, but blending the past with the present creates the secret sauce for any great retro.
Arguably Suzuki could have done a little more with the TT: maybe higher ‘pegs or lower ‘bars to give a greater point of difference. And at £9599 for the T and £9999 for the TT both are considerably more expensive than the £7499 GSX-8S on which they are so clearly based.
The 8T and 8TT should theoretically stop, turn and go very much like the excellent Suzuki GSX-8S. Weight distribution has changed a little thanks to the lighter battery and repositioned headlight but that's all. The now familiar DOHC eight-valve parallel twin is, as noted, exactly the same as the GSX-8S, producing a healthy 82bhp and 57.5 lb-ft of torque at just 6800rpm.
Three riding modes, a useful spread of torque and Suzuki's effective engine counter balancing combine to make a smooth and effortless ride. There’s no real need to opt out of the default B mode because 270-degree crank motor feels like it has more grunt than on paper quoted power suggests. There’s loads of drive low down and in some ways it feels like a big single, albeit without the vibrations.
The slight downside is that it lacks a little over rev compared to some of the competition, but most will take real-world grunt anytime. Add a smooth gearbox with a quickshifter fitted as standard and it was stacks of fun on the endless switchbacks we tackled on our test route, delivering power and punch exactly where needed.
The modern TFT dash is taken from the Suzuki parts bin, although surprisingly it is missing an ambient temperature gauge, which is standard on the V-Strom. It also lacks Bluetooth connectivity, while the rider aids are relatively basic and not lean sensitive. It doesn’t really matter though, because on the road the display is fuss-free and easy to easy to read at speed, while the traction control can be reduced or removed on the move.
Ground clearance is good, the same as the GSX-8S, and I felt able to push to these limits with trust and feel. The standard rear shock also feels different; the 8S's unit I experienced was underdamped on the limit on poor surfaces, but the 8T/TT rear was more controlled. Yes, the bike is still set up for comfort over sporty riding but I was surprised by how briskly you can ride the new retro Suzuki without complaints from the chassis.
There’s no adjustment on the front KYB front forks and only spring preload on the rear, but I never felt the urge to change the relatively basic setup. Same for the rather unexciting Nissin radial stoppers, which are up for the job, just not razor sharp. ABS is not lean sensitive, which might raise a few eyebrows on a £10k bike, but the system works well with only the rear kicking in from time to time when ridden hard. My only question is whether riders who started motorcycling life with lean-sensitive ABS, which is available on smaller machines, are going to miss it when they jump to the Suzuki?
The riding position is again based on the 8S, with the same ‘bars and ‘pegs, and no racy drop-down café racer ‘bars, despite the retro styling. The seat on the T is 815mm high compared to 810mm on the TT, and I preferred the styling and comfort of the seat on the unfaired T. As both bikes use the same subframe, you can change the seats via your local Suzuki dealer.
The TT benefits from having the retro nose cowl, which takes some windblast away from the rider – but not much – and is a little easier on the upper body in the fast stuff.
Like the GSX-8S there is a solid mechanical feel to the 8T and TT. Stability is excellent and build quality is much improved as Suzuki continues to up its game in this area.
At low speeds, it’s not intimidating despite being nearly 800cc and over 200kg. Compared to Yamaha's XSR700 it’s not as light or as agile in a sporting context, but it’s still relatively easy going and I think some potential customers are going to be drawn to the bigger bike feel of the Suzuki, while still having an easy to manage bike at slow speeds.
At the end of the day the new GSX-8T and GSX-8TT are simply GSX-8Ss in different clothes, but that isn’t a bad thing. The 8S is an excellent bike with a punchy engine, a simple dash, decent rider aids and a predictable chassis. It’s a bike that can be used as a commuter or weekend indulgence – and now Suzuki has added even more desirability with a retro finish and stance.
I know it’s only cosmetic, but I like it. Out of all the Suzukis now utilising this parallel twin motor, including the GSX-8R, I would opt for the T or TT every time. Whether or not it worth the extra bucks over the GSX-8S, or even the sportier GSX-8R, is another matter – and something only the buying public will decide.
Suzuki GSX-8T specification (GSX-8TT in brackets)
Price: £9,599 (£9,999)
Engine: 776cc, parallel-twin, 270° firing order
Power: 84bhp/62kW @ 8500rpm
Torque: 78Nm/58lb.ft @ 6800rpm
Transmission: Six-speed, chain final drive
Frame: Steel-tubed frame
Suspension: Non-adjustable 43mm Showa inverted ‘big piston’ telescopic fork. Preload-adjustable Showa link-type, mono-shock
Brakes: Radially-mounted, four-piston front brake callipers and 310mm floating discs. Single-piston, pin-slide rear calliper and a 240mm disc.
Wheels: 17” front, 17” rear, cast alloy
Tyres: Front 120/70-17. Rear 180/55-17.
Wheelbase: 1,465mm
Ground clearance: 145mm
Seat height: 815mm (810mm)
Kerb weight: 201kg (203kg)
Fuel capacity: 16.5 litres
Contact: bikes.suzuki.co.uk
