Manufacturers’ motorcycle ranges are increasingly built around a small and cost-effective stable of engine platforms—and none demonstrates this trend more clearly than Suzuki, whose versatile 776cc parallel twin finds its way into two more new bikes in the middleweight sector. Already proven in the GSX-8S, GSX-8R, and V-Strom 800, the 82-hp twin now appears center stage in the new retro-styled GSX-8T naked and GSX-8TT.Both bikes’ chassis have been carried over from the GSX-8S, and feature the same KYB suspension, frame, wheelbase, rake, and trail as the popular sporty roadster. But while most of the engine and chassis parts are shared, the TT and T are styled to pull on the heartstrings of riders who love the Suzuki vibe of the late ’70s and early ’80s.

The TT in particular, complete with circa 1980 headlight cowling, is designed to evoke the classic eight-valve GS1000. The bike has been designed in partnership with Suzuki Japan and Suzuki’s design center in Italy, and despite being based so heavily on the GSX-8S, has its own distinct feel and attitude.

Not all the differences between the GSX-8S and the T and TT are cosmetic. Suzuki has fitted a 4.6-pound-lighter lithium-ion battery, while a completely new headlight is closer to the bars to promote lighter steering. Bar-end mirrors are a first for Suzuki, the sculpted fuel tank jumps up in capacity from 3.7 gallons to 4.4, and both the T and TT have individual seats which are larger and softer, for both rider and pillion, compared to the GSX-8S. Prices start at $10,649 for the naked T and $11,149 for the TT. We flew to Slovenia to ride both bikes on some amazing roads to see if the retro Suzuki is worth the extra dollar over the standard GSX-S and the sporty GSX-8R.Just a Styling Exercise?There are (at least) two ways to look at the new 8T and 8TT. The sceptical angle is that they are simply a styling exercise; a GSX-8S in different clothes. The naked Suzuki is excellent and a good base to start from, but no matter how much Suzuki engineers and marketing staff try to build a story (the lighter battery, those new positioned headlights and bar-end mirrors, different fuel tanks), both retros remain essentially a GSX-8S.

The flip side is that you have to applaud Suzuki for hitting the retro nail so squarely on the head. Yes, it’s all about styling, but the Hamamatsu company has done it well: the round headlight with a flat bottom, new retro seat, 8-Ball emblem, black engine, those mirrors, and a high-quality finish work superbly in the flesh. The TT, with its headlight and undercowl, is fantastic, especially in the black color option with red wheels and those retro stripes on the metal fuel tank. For those of us old enough to remember Suzuki’s most imposing dinosaurs, there’s something soulful happening here.

Transforming a modern-day Euro 5+ bike into something that genuinely hints at an era when the Ford Cortina was cool is nothing new. Yamaha and Kawasaki have both performed a similar trick with their XSR and Z ranges. But it’s not easy. The emotional side of the design must work, but so too the technical; sensors, catalytic converters, and other modern-day musts have to be thoughtfully concealed. And Suzuki has done it.Maybe it’s because of the era it takes its style from, but the TT really strikes a chord. On board it feels robust, mechanical, metal, and solid—how a retro bike should feel. The switch gear and digital dash, displaying riding modes and rider-aid data, expose the bikes’ true age and would have been laughed at as futuristic fantasy when Suzuki GSs rode the world and Bond was still Roger Moore. But blending the past with the present is another art in the creation of a decent retro.

Suzuki has made a few small hiccups in its historical play. A Wes Cooley replica in either red and white or blue and white would have been enormously cool, but maybe that’s just me. Also, Suzuki could have done a little more with the TT. Maybe higher pegs or lower bars to add more streetfighter attitude and increased distinction. And both models are considerably more expensive than the GSX-8S on which they are based. On Slovenian BackroadsBut let’s forget about price for the moment and enjoy the stunning roads of Slovenia. The new 8T and 8TT should theoretically stop, turn, and go very much like the excellent Suzuki GSX-8S. Weight distribution has changed slightly 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 claimed 82 hp and 57.5 lb.-ft. of torque at just 6800 rpm. There are three riding modes (A, B, and C) while precise fueling, a useful spread of torque, and Suzuki’s effective engine counterbalancing make for a smooth and effortless ride.

Why you’d even need to opt out of the standard B mode is a mystery, because the 270-degree engine feels like it has more grunt than the quoted power suggests. There is a load of drive low down; in some ways it resembles a big single without the vibrations. A slight downside is that it lacks a little over-rev compared to some of the competition, but I will take real-world grunt anytime. Add a smooth gearbox with an as-standard quickshifter, and it is stacks of fun on the endless switchbacks in northern Slovenia, delivering power and punch exactly where needed.

A very non-retro TFT dash is taken from the Suzuki range, though missing an ambient temperature gauge which is standard on the V-Strom. Some may argue that the full-color dash is unexciting, no Bluetooth connectivity, and the rider aids are relatively basic and not lean-sensitive. But on the road the display is fuss-free and easy to read at speed. Rider traction control can be reduced or removed on the move, and should you wish, wheelies are easy enough in the first two gears. Just use the standard B mode, no need for the slightly snapper A mode.

Suspension and handling, again, should be very much like the standard GSX-8S, which I’d ridden previously on the standard Sportmax Roadsport 2 tires. In relatively cold conditions, it lacked feel on the limit and the rear shock gave up after prolonged abuse—but this isn’t the case with the 8T and 8TT. Suzuki engineers told me both bikes are set up the same, and the 8T and 8TT are almost identical, but they should also handle the same as the 8S, but don’t. This could be down to the small weight difference (not very likely), or the hot test conditions, or the excellent grippy roads of Slovenia, maybe a combination of all. But both the new retros give more confidence and feel than the standard 8S.

There’s confidence to lay the bike over and attack the corners, up to the point where the pegs tickle the road on the apex. Ground clearance is good, the same as the GSX-8S, but now it is easier to push to the limits with trust. The standard rear shock also performs differently; the 8S’s unit I previously experienced was underdamped on the limit on poor surfaces, but the 8T/8TT rear is more controlled. Yes, the bike is still set up for comfort over sporty riding, but it is surprising by how briskly you can ride the new retro Suzuki without complaints from the chassis. If the 8S is a seven out of 10 when ridden hard, the 8T and 8TT are eight out of 10—even though in theory the scores should be the same.There’s no adjustment on the front KYB forks and only spring preload on the rear, but there’s no 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 $11,000 bike, but the system works well with only the rear kicking in from time to time when ridden hard. The 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?

ErgonomicsJust like the rest, riding position is based on the 8S: the same bars and pegs, and no racy drop-down cafe racer bars despite the retro-racer styling. Seat height on the T is 32.1 inches compared to 31.9 on the TT, and the styling and comfort of the seat on the T is preferable. As both bikes use the same subframe, you can change the seats via your friendly Suzuki dealer.

The TT obviously 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. Suzuki made a big presentation on the new bar-end mirrors: the first time for Suzuki, and a bit odd to pay so much attention. But having conventional mirrors moved out of the way improves vision and gives the impression that the bike is lighter. Strangely, both the T and TT weigh almost the same, but the lack of bodywork on the T gives the visual impression it’s lighter.

Like the 8S there is a solid mechanical feel to the 8T and TT. Stability is excellent, and it doesn’t feel toylike or less premium like some of the competition—build quality has improved much over the last couple of years as Suzuki continues to up its game in this area. At low speeds, it’s not intimidating despite being nearly 800cc and over 440 pounds. Potential customers are going to be drawn to the big-bike feel of the Suzuki while still having an easy-to-manage bike at slow speeds. Is the GSX-8T and TT an Upgrade to the GSX-8S?The new GSX-8T and GSX-8TT are simply the GSX-8S in different clothes, but that isn’t a bad thing. The 8S is an excellent bike with a punchy engine, a simple dash and 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; it caught me hook, line, and sinker. Out of all the Suzukis now utilizing this parallel-twin motor, including the GSX-8R, I would opt for the T or TT every time. Open the garage on a warm summer evening, I want to see an 8TT sitting there. And for just around $11K, it isn’t breaking the bank. Is it worth the extra bucks over the GSX-8S, or even the GSX-8R? That’s a big question. And it may just come down to what year you were born.2026 Suzuki GSX-8T and GSX-8TT Specs