Both Honda and Suzuki have recently introduced two important novelties in the 750-800 cc naked and adventure trail segments. These are their Transalp 750 and V-Strom 800, and the CB750 Hornet and GSX-8S respectively. Today we will talk about the latter.
The Honda has been presented to the press and we have tested it. It mounts an unprecedented 755 cc parallel twin engine with a 270º crankshaft that delivers a respectable 92 hp at 9,500 rpm and 75 Nm of torque at 7,250 rpm. The cylinder head is Unicam, with a single overhead cam.
For its part, the Suzuki uses an engine with the same concept, a new 776 cc parallel twin, which in turn delivers 83 CV at 1,000 fewer laps than the Hornet, with a torque of 78 Nm at 6,800 rpm. The GSX-8S has a double tree DOHC system.
From these figures we can already deduce that the character of both engines is different: in the Honda maximum power and a sportier character are prioritized, while the Suzuki opts for a fuller and more uniform engine at full speed.
cycle parts
Regarding the chassis, the Hornet opts for a diamond-type steel frame, with a welded subframe. The swingarm is made of aluminum and the whole set is very light.
The GSX-8S uses a frame that is a combination of steel tubes and plates, with an aluminum swingarm. In the Suzuki the subframe is removable.
The Hornet’s suspension consists of a Showa BFF 130mm inverted fork without adjustments and a 150mm rear shock from the same brand, with a progressive Pro-Link system and adjustable preload.
The Suzuki, for its part, opts for a KYB 130mm inverted fork without adjustments and a KYB shock with a progressive system.
As for brakes, the Hornet mounts 296 mm discs in front, with Nissin radial anchor calipers and 4 pistons.
The Suzuki uses larger discs, specifically 310 mm, also using Nissin 4-piston radial calipers. Behind, the two mount a 240 mm disc.
The wheels are different: on the Hornet we find a 120/70 front tire, and on the rear a 160/60, mounting Michelin Pilot Road 5 or Dunlop Sportmax Roadsport 2. On the GSX-8S the front is the same size, but behind we find a 180/55. The tires are Dunlop Sportmax Roadsport 2.
similar electronics
Both bikes have traction control and riding modes, three on the Suzuki and Honda, but the latter has a fourth configurable ‘User’ mode. On the Honda, we also have an adjustable engine brake. For its part, the GSX-8S has an up and down quickshifter as standard, while it is optional on the Hornet. In both cases the ABS is not in a curve.
The screens are similar, two configurable 5” color TFTs and smartphone connectivity.
Agility vs stability?
In the dimensions is where we also see clear differences. The Honda opts for geometries that seek maximum agility, with a steering angle of 25º, a trail of 99 mm and a wheelbase of 1,420 mm.
No steering angle or trail is revealed on the Suzuki yet, but we did find a 1,465mm wheelbase, 45mm more than on the Honda.
Another revealing fact is the weight: 190 kg in running order for the Hornet and 202 kg under the same conditions for the GSX-8S.
From all this we can deduce that agility prevails in the Honda and stability in the Suzuki, all this before we endorse it as soon as we try the naked Hamamatsu. From the Honda we can say that, indeed, agility prevails over stability.
About aesthetics, it is already known: for tastes, colors. The Honda has a ‘friendly’ and inconspicuous design, while the Suzuki has more aggressive lines, with a front similar to that of the GSX-S 950 and 1000.
And an issue that will be decisive will be money: Honda has opted for a very, very tight price: €7,650 for its new Hornet, while Suzuki has not yet revealed its GSX-8S. We assume that it will not do so until its official presentation, although if you want to succeed with your new naked the price should be similar to that of your rival.
Honda CB750 Hornet and Suzuki GSX-8S: two similar concepts, but not identical. The future comparative test will tell us which one is better.
