2026 Suzuki GSX-8TT Review

Suzuki’s GSX-8S has been a hit since its debut. Not only did (most) of us like it in our middleweight naked bike test, the 8S has gone on to become one of Suzuki’s best selling models. The reason the GSX-8S is so popular is simple: it’s approachable, it’s capable, and it’s priced right. Naturally, when a manufacturer has a hit on its hands, it wants to capitalize on it.

Enter the GSX-8TT. Mechanically, it’s identical to the 8S, but Suzuki reached back into the vault for retro inspiration. Specifically, the GS1000 — arguably Suzuki’s “real” first superbike. It’s been a common trend for manufacturers to give their naked bikes the retro spin, as Kawasaki does it with its RS line, Yamaha has its XSR family, and Honda does the same with the CB lineup. For the most part, we’re fans of these old school themes on new school bikes. But does the trend still work for the GSX-8TT?

A Familiar Heart

The formula for most of these retro-inspired motorcycles is to take an existing platform and change up the appearances, leaving the bones untouched. That’s what we have with the GSX-8TT. Mechanically, we’re looking at predominantly identical components as the GSX-8S. That means we have the same 776cc Parallel-Twin engine and steel frame we’ve come to know and grow fond of. Being as it’s unchanged, you can expect 73.5 horsepower and 53.4 lb-ft of torque from the 776cc P-Twin, as that’s what we got to the wheel from the 8S we tested in our naked middleweight shootout. No surprises here: the 8TT is just as smooth, just as usable, and just as unintimidating.

Suspension and brakes are also straight from the 8S playbook. You get an upside down 41mm fork with no adjustability, while the shock gives you preload adjustment. It’s bare bones, but unlike most other motorcycles with bare bones suspension, the 8TT is damped a touch on the stiffer side to my liking. The fork spring rates are fine for my 170-lb self, but the valving doesn’t open quick enough over sharp imperfections in the road, causing the front to feel a little harsh. At least Suzuki kept things balanced, though — the shock is also slightly firm over sharp bumps. 

Stopping power comes from a pair of 310mm discs with Nissin four-pot radial calipers. Rubber brake lines feed the calipers fluid, and while the braking feedback certainly isn’t world class, it’s plenty strong for what it is, with decent feel at the lever for such budget components. ABS comes standard, but there’s no cornering-ABS feature, nor can you defeat the ABS entirely. Other electronics carried over from the 8S are the S-DMS ride modes, Suzuki Easy Start system (where you simply push the start button instead of hold it down), four-level traction control (1, 2, 3, and off), the bi-directional quickshifter, and the low-rpm assist system that brings the revs up when you gently ease off the clutch to help limit the chance of stalling.

Blast From The Past

If the bones of the 8TT are the same as the 8S, then the clear difference is the styling brief. Rather than cosplay the past, they borrowed key GS1000S elements — the headlight cowl, bellypan, and long fuel tank, mainly. None of them are modeled directly after the GS, but as you’ve seen old and new together, the influence is there.

And honestly? It works. Maybe it’s because the standard 8S looks a bit generic, or maybe it’s just because the 8TT has more visual identity with its matte paint and gold wheels, but this is the one I find myself staring at whenever I hop off it. It looks good to me and is my favorite of the GSX-8 lineup.

Not only is it my favorite because of the way it looks, but there’s a functional element, too: Suzuki dropped the footpegs slightly compared to the GSX-8S. It’s not dramatic, but it is noticeable. This little change transforms the bike into the category of “all-day comfortable.” Now, it’s not like the 8S is uncomfortable, but having ridden the two back-to-back, and on the same stretches of road, my knees certainly felt a difference. Sure, I might be dating myself with a reference to aching knees, but if you’re reading this and you’re old enough to know what a GS1000S is, then you can relate. Combine that with the upright bar position carried over from the 8S, and the 8TT ends up being the friendliest GSX-8 variant for real-world riding. And that’s saying something.

The Price of Style

Here’s where things get murky. The GSX-8TT costs $11,149. In this economy? That could be a tough sell. You’re paying a premium for the retro look, slightly revised ergonomics, and exclusivity within the lineup. It’s a nice motorcycle that combines form and function. If that combination hits you just right then the cost is easier to swallow.

But from a strictly value-driven perspective? The middleweight market is stacked right now. There are faster, more tech-rich, or more performance-focused options for the money if spec sheets are your guiding light. As one of many examples, the Triumph Trident 800 is $9,995. Or if we’re sticking with the retro theme, Yamaha’s XSR900 is $10,599. Suddenly, the case for the 8TT becomes harder to sell.

The 2026 Suzuki GSX-8TT may not bring new performance to the table, but it brings a sophisticated look backed by proven performance. By blending 8S practicality with GS1000S-inspired visuals, Suzuki created a version of the GSX-8 that finally feels like it has staying power and personality.

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