GSX-8R
NEXT GENERATION PERFORMANCE
A new era for sportsbikes, where superbike looks combine with real-world performance and usability. A punchy engine packed with torque, housed in an agile, responsive chassis, with performance enhanced by a sophisticated suite of electronics for an unrivalled experience on the road or track.
Twin Rumble and Performance
The new 776cc, DOHC, parallel twin engine with four valves per cylinder features a long-stroke configuration that delivers a fine balance of smooth, controllable power from low rpm and the enjoyable feeling of free-revving performance through to the top end. The engine features a 270° crankshaft design, which delivers a smooth ride with lots of torque, positive traction, and a unique, thrilling rumble.
Chassis Geometry and Riding Position
Featuring a long wheelbase to enhance straight line stability, with other chassis design elements ensuring agile handling and cornering ability, and a slim, compact design. A key priority was to provide a sporty riding position that effectively distributes weight to the front and rear, providing a plugged-in riding experience, while also offering comfort. New separate aluminium handlebars help achieve this by providing a forward-leaning riding position. In addition, the parallel twin engine benefits the geometry because its compact front-rear dimensions allow it to position the rider’s hip point further forward. This, in turn, enables the rider to shift their weight forward and more easily control the GSX-8R when negotiating tight corners.
Innovative Suzuki Cross Balancer
This patented biaxial primary balancer positions its two balancers at 90° to the crankshaft, marking a first among production motorcycles. This patented mechanism suppresses vibration to contribute to smooth operation, and it also helps achieve a lightweight powerplant that is more compact from front to rear.
Balancer no.1 cancels the primary vibration generated by the piston (reciprocating weight) of the first cylinder, while balancer no.2 cancels the primary vibration of the second cylinder. Adopting a 270° crankshaft angle cancels secondary vibration, contributing to even smoother engine operation. Furthermore, placing the two balancers at 90° to the crankshaft with each positioned equidistant from the crankshaft cancels primary couple vibration.
