Riding the GSX-8R feels like Suzuki’s attempt to give you a middleweight sportbike that’s equally at home in everyday traffic, curvy mountain roads and spirited weekend runs. It packs a 776 cc liquid-cooled, 4-stroke parallel-twin engine with DOHC and a 270-degree crank.
That means it’s not just about straight-line speed — the 270° crank gives the engine a throaty, V-twin–like rumble and a broad, usable torque band instead of a peaky, high-revving nature typical of many sport-bikes.
The “cross-balancer” Suzuki uses helps keep vibration in check, meaning that even on longer rides or in stop-and-go city traffic, the engine stays smooth and more comfortable than you might expect from a half-litre-plus street-fighter.
The motor is rated to produce around 81–82 bhp at about 8,500 rpm and a healthy 78 Nm of torque at around 6,800 rpm.
In real-life terms, you get strong mid-range punch — meaning overtakes on highways or quick accelerations from a traffic light feel confident without needing to wring the engine out to the redline. That balance makes the GSX-8R versatile: capable of quick, enthusiastic blasts when you want sporty fun, but also manageable in city commutes or everyday riding.
The 6-speed gearbox helps you extract that torque smoothly, and the bike comes with a bi-directional quick-shift system built in.
In practice that means you can shift up or down without pulling in the clutch — a real bonus if you like brisk, crisp gear changes during sporty riding or just want ease while navigating traffic.
Suzuki hasn’t compromised on the chassis: a steel frame built around the engine keeps the bike slim, compact, and well-balanced, while an aluminum swingarm adds to nimble handling and stability.
The geometry — with a wheelbase of 1,465 mm, moderate rake/trail (25° / 104 mm), and a curb weight of 205 kg — positions the GSX-8R in that sweet spot where it feels stable at speed yet flickable enough when carving through corners.
Suspension plays a big part in how the bike behaves on real roads. Up front there are inverted telescopic forks from SHOWA (oil-damped, coil-spring), and at the back a link-type mono-shock.
That setup gives you a controlled, firm ride when pushing hard — helpful for sporty riding — but also enough compliance to absorb bumps, potholes or rough patches you might encounter on Indian roads or during longer rides. The balance leans toward sporty control without making the ride harsh.
When it comes to tyres and wheels, the GSX-8R runs on 17-inch cast-aluminum wheels with 120/70 ZR17 front and 180/55 ZR17 rear tyres — high-performance radials from Dunlop (RoadSport 2) with good wet-grip and durability.
That means cornering, braking and overall grip feel confident — even if road conditions are not ideal. The braking setup — twin discs up front and a rear disc, with ABS — helps ensure your stopping power matches the bike’s punch.
As for packaging, the GSX-8R isn’t overly bulky: at 2,155 mm long, 770 mm wide, and 1,135 mm tall, with a seat height of 810 mm, it manages a sporty footprint without feeling unwieldy.
For many riders, that translates into reasonably manageable maneuverability in city traffic or narrow roads — though at 810 mm seat-height and 205 kg weight, taller riders will feel more at home; beginners or shorter riders may find the seat quite firm and the weight noticeable when stationary.
Fuel-wise, a 14-litre tank gives a decent range, and the bike returns, according to official WMTC figures, about 23.8 km per litre under mixed usage.
That’s respectable for a middleweight sportbike — meaning for many of your urban rides, weekend joyrides or moderate touring, the fuel economy remains fairly practical rather than thirsty.
The electronics and rider aids make a strong case for the GSX-8R being more than just raw hardware. A 5-inch colour TFT display serves as the meter console, giving essential info at a glance.
The throttle is ride-by-wire, giving smooth control over power delivery, and there’s a selectable riding-mode system (with Active, Basic and Comfort modes) that lets you tailor throttle response and torque delivery to conditions — useful when switching between city traffic, wet roads, or spirited riding.
Add in traction-control (adjustable), low-rpm assist to ease traffic starts, and an easy-start button — and you have a package that aims for practicality without stripping away sportiness.
Styling and ergonomics matter too, and Suzuki seems to have paid attention. The GSX-8R carries a sharp, modern sportbike stance — aggressive fairing and front design, slim rear, exposed seat rails, compact proportions — that signals performance without going overboard.
The riding position is slightly sporty: the forward-positioned “hip point” and mildly aggressive handlebars let you lean into corners confidently — but it’s not so extreme that city commuting becomes uncomfortable.
Putting all this together — power, chassis, suspension, electronics and practicality — the GSX-8R feels like Suzuki’s answer for someone wanting a “do-it-all” middleweight bike: capable of daily commuting, fun weekend rides, spirited canyon runs or moderate touring without forcing you to compromise too much. It isn’t the most powerful in its class — but the balance it strikes, especially with torque-rich engine, rider aids, handling and usability, may make it a very compelling all-rounder, especially in markets like India where roads, fuel economy and versatility matter.
Lastly, in terms of cost, the bike is priced at around ₹ 9.25 lakh (ex-showroom, for the base/standard variant).
That positions it quite competitively in the mid-range sportbike segment, offering a lot of modern features and a usable engine without the premium price tag that heavy superbikes carry.
If I were telling a friend which kind of rider this bike suits best: the GSX-8R is ideal for someone who wants a sporty, engaging ride — but not at the cost of everyday usability. If you commute, do city traffic, occasional highway runs, weekend joyrides or light touring, this one fits beautifully. If you’re after raw top-end speed or hardcore track performance, it might not blow away everything — but as a balanced, real-world sportbike, it’s one of the stronger contenders in its class right now.
