Suzuki has been busy expanding its mid-size sportbike offerings, bringing us two new GSX-8 models in 2026. The retro-styled GSX-8T and GSX-8TT follow on the heels of the naked upright GSX-8S sportbike in 2023 and the faired GSX-8R supersport in 2024. We tested the GSX-8T back in November, and now have our gloves on the GSX-8TT. As with its GSX-8 siblings, the 8TT is a terrific middleweight sportbike with everyday-usable low- and mid-range torque. That keeps the ride easy, even when you find a fast road that begs you to twist the throttle. Does a little bodywork change the conversation? We threw a leg over the smooth saddle to find out.
Underneath, the TT and the T are the same motorcycle—identical chassis, motor, and electronics. The spec sheet shows the TT carrying an extra two pounds and the seat sitting a tenth of an inch lower, which are stats too small to discern. What sets the TT apart from the 8T is its bodywork: a quarter fairing, chin spoiler, and a smooth sport seat.
Not just a styling exercise, the cowling takes the edge off the windblast. Here’s where the TT earns its own identity. That compact headlight cowl, which is mounted to the upper triple clamp via the dash, isn’t just decoration; it does real work. On the naked T, the freeway windblast has me tucking low and sliding back against the stepped pillion when I am trying to make time. On the TT, the little fairing directs a meaningful chunk of the airflow over the top of my helmet, enough that there’s not a governor on my right hand. It’s hugely helpful on local freeways that get aggressively fast, and it makes high-speed sweepers in the mountains less fatiguing. It’s not a touring screen, so I still lean in a bit, but the TT takes less out of you when speeds climb.
The 2026 Suzuki GSX-8TT loves sporty rides in the mountains. The fixed-damping KYB suspension is firm enough for an enthusiastic romp along a favorite 100-mile flowing route through the Angeles National Forest that includes tight turns and high-speed sweepers. The suspension tune sits on the plush side of sporty, leaning on a generous 5.1 inches of travel to favor real-world road conditions rather than smooth tarmac. The handling is nimble rather than flickable, with the Dunlop Sportmax Roadsport 2 tires providing reliable grip and good feel. The twin’s low-end and mid-range power allows me to flow confidently from corner to corner, rolling on or off throttle as needed.
Braking hardware comes courtesy of Nissin. Radially mounted 4-piston calipers squeeze a pair of 310mm discs. The initial bite is reassuring rather than abrupt, and a firmer squeeze delivers exactly the progressive feel you want when you’re committed. The rear brake’s behavior is forgettably perfect. The brake lever adjusts to five positions, and ABS stands by for the moments when your read of the road comes up short.
The 2026 Suzuki GSX-8TT runs the same torquey 776cc parallel-twin as the rest of the GSX-8 family, and it’s a winner. It pulls hardest down low and through the middle, exactly where real-world riding lives. Roll the throttle on, and it simply goes, with a pleasant rhythm from its 270-degree crank that gives the twin a V-twin-like character.
Don’t forget to make use of the standard quickshifter. While it seems like an indulgence when you’re sprinting up an on-ramp with clutchless upshifts, the real fun of the quickshifter is in the canyons. When you’re chasing your buddy on a faster bike and needing to ride aggressively to keep up, the quickshifter is your best friend. It’s sublimely smooth from third gear on up, with most downshifts similarly dependable. This allows me to stay on the gas and keep my momentum going, whether dropping down a gear or two into a turn, or accelerating out.
Electronics are straightforward and useful, in line with the 2026 Suzuki GSX-8TT’s rider-friendly personality. The three power modes—Active, Basic, Comfort—deliver full power and torque, with the throttle response modified. I left it in Mode B for around town and casual riding. Changes can be made on the fly via the left switchgear, so I didn’t hesitate to toggle to Mode A for a fast freeway ride or when heading into the canyons. Power delivery is satisfyingly more immediate, yet still manageable. Traction control offers three levels plus off, though the gaps between them are subtle enough that I rarely thought about it. Instead, I just left it in the least-intrusive 1 setting.
A five-inch color TFT handles instrumentation, and a USB-C port keeps your smartphone’s battery topped up. The display is bright and logically arranged, with the essentials front and center. A toggle and a mode button on the left switch cluster handle navigation. Because there’s little buried in sub-menus, you keep your attention on the road instead of the dash. Also, a new lightweight lithium-ion battery promises a long service life.
The 4.3-gallon tank stretches to roughly 240 miles between stops on the 2026 Suzuki GSX-8TT. The tank’s range, combined with the cowl’s wind relief and the relaxed-yet-earnest ergonomics, makes it the perfect bike for combining two favorite Sunday loops into a single mountain-and-high-desert run.
At 31.9 inches, the seat height and slim midsection help me settle both boots flat at a stoplight. The smooth saddle is a departure from the T’s tuck-and-roll seat. The TT’s seat feels a bit sportier, as you can slide your weight easily when getting on the gas or diving into turns.
The TT tips the scales at 445 pounds, which sounds like a lot until you’re moving, and it feels balanced and unhurried. On the freeway, the bike has a secure, planted feel as it happily gallops into triple digits without a squirm. The Dunlops play well with concrete freeway rain grooves, which is always a big plus if your commute includes them. When on the surface streets, homing in on the office, the TT never feels unwieldy. It’s an easy motorcycle to ride.
Bar-end mirrors are riding a wave of nostalgia, and their deployment on the T and TT is a first for Suzuki. They deliver a clean, vibration-free view of the traffic behind at all speeds. The trade-off is width, as they push your profile out by a couple of inches per side. Heads up to fellow lane splitters: the TT is not your ultimate weapon. For that job, go with the 8S.
The 2026 Suzuki GSX-8TT is a slightly sportier fraternal twin to the 8T. It’s the same proven, versatile platform as the 8T. However, the handlebar-mounted quarter fairing, chin spoiler, and sport seat make it a more capable companion when the miles and the speed add up. At $11,149, the TT carries a $500 premium over the T. That’s a modest ask for extra plastic that meaningfully extends your comfort and confidence at speed, while also looking good.
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Not many of us have heard of Moto Morini, the old Italian brand. Now Chinese-owned, the new Moto Morinis are still designed in Italy and are making a comeback. Don Williams recently rode the Vettore 450 adventure bike and gives us his thoughts on whether this bike has earned a place in the highly competitive US ADV market.
Associate Editor Freeman Wood and his good friend Alex Cobb decided to try the Lost Coast BDR-X route on the 2026 BMW R 12 G/S and Honda Africa Twin . Teejay Adams chats with Freeman and Alex about how both bikes fared on the 500-mile, figure-eight loop that ventures deep into the untamed heart of Northern California’s last stretch of undeveloped coastline. You can also check out their travels on Instagram @woodysmototravels
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