Suzuki revamped its middleweight lineup with the addition of an all-new parallel twin. The 776cc DOHC liquid-cooled parallel twin with a 270-degree crank is used in Suzuki’s new V-Strom 800DE, GSX-8S, and the recently announced GSX-8R. Having one versatile plug-and-play engine for different models is a strategy Yamaha has been successful with for years in the MT-07, XSR700, Ténéré 700, and the YZF-R7. Honda has also followed this trend with its Transalp and CB750 Hornet. But why? Check out this article by Kevin Cameron that explains the push toward torquey, efficient parallel twins.The 2023 Suzuki GSX-8S utilizes the new 776cc parallel twin with a 270-degree crank connected to a six-speed transmission with a bidirectional quickshifter, steel frame, nonadjustable suspension, 17-inch cast alloy wheels, dual Nissin radial-mount four-piston calipers with 310mm disc up front, and a single-piston caliper with a 240mm disc at the rear. A 5-inch color TFT display gives access to the electronics suite offering three ride modes and three levels of traction control. Rider aids are not lean sensitive and ABS cannot be disabled.

Before rolling onto our in-house Dynojet 250i dynamometer, the 2023 Suzuki GSX-8S measured a wet weight of 446 pounds on our automotive scales. On the Cycle World dyno, the 2023 Suzuki GSX-8S produced 74 hp at 8,380 rpm and 52.3 lb.-ft. of torque at 5,580 rpm. For reference, the 2023 Suzuki V-Strom 800DE produced slightly less power at 72.2 hp and 50.2 lb.-ft. of torque. In both models, this engine is a gem—an office favorite due to its visceral acceleration from low rpm. The GSX-8S’ punchy character earned it Cycle World’s 2023 Best Middleweight. An abundance of torque available right off idle and a linear power curve provide a direct snap all the way through the midrange. Whether you are traversing a twisty backroad or commuting to work, these engine characteristics provide a thumpy response where riders need it most.