The 2024 MOTUL FIM Superbike World Championship kicks off this weekend at the legendary Phillip Island Grand Prix Circuit, a venue that has been kind to Alvaro Bautista (Aruba.it Racing – Ducati) over the years. However, the double WorldSBK Champion is expecting this year’s Grand Ridge Brewery Australian Round to be different as he comes into it on the back of a difficult off-season as well as a new surface which he believes is impacting his riding style.
THE BACKSTORY: why is Bautista playing down expectations?
Bautista has been almost unbeatable at the venue when riding a Panigale V4 R, completing a hat-trick in 2019 and currently on a run of five consecutive wins at the historic circuit from the 2022 Tissot Superpole Race onwards. He’s won eight out of nine races on the Ducati machine in Australia, with his only non-win coming in a flag-to-flag race in Race 1 in 2022, when he finished in fifth place. However, the #1 is expecting the 2024 Australian Round to be a different story.
The Spaniard comes into 2024 recovering from a neck injury sustained in testing at Jerez back in November and, while he believes he’s better now, it has impacted him throughout the winter and his testing programme. Speaking on Tuesday after the Official Test, Bautista explained that he felt “much, much better” although on Thursday, he played down his chances of winning at Phillip Island and continuing his incredible streak.
HIS THOUGHTS ON THE OPENING ROUND: “I don’t have any expectations…”
He said on Thursday: “After the Test, I felt a bit better because my physical condition improved a lot from the test before. I’m quite happy because it’s the first time this pre-season I’ve been able to feel the bike more, work more with my feeling on the bike and work more to increase my performance. I don’t have any expectations about this weekend. This is the first round of the season and it’s a long Championship. We don’t have to become crazy. We’ll try to do our best, start to recover the feeling with the bike and that’s all. No expectations, no results, and no pressure, just try to do our best and get the maximum we can.”
ADDING MORE: “I don’t have the trust or confidence that we can be at the top in Round 1”
Bautista then expanded on why he has no expectations when speaking to Servus TV shortly after, saying: “I don’t have any expectations right now, because I didn’t have the best possible pre-season due to injury. I spent basically the whole pre-season recovering my neck and, in the tests, I couldn’t work a lot with my bike. For the start of the season, I think I’m not one of the favourites to win because I have a lot of things to recover, like the feeling with the bike and I’m still a bit far from my best performance. Let’s see if I can close the gap step by step with the best Bautista and fight for good positions. Right now, I don’t have the trust or confidence that we can be at the top in Round 1.”
PLAYING RESULTS POSSIBILITIES DOWN: “We’re in a different situation to last year…”
When asked by Servus TV whether three wins was a realistic goal, Bautista replied: “Phillip Island is always good for us, but the Phillip Island from now is a bit different because there’s a different asphalt. The way you have to ride the bike is different. With a lot of grip, you can’t make the bike spin like in the past. You cannot make the bike turn. Phillip Island was really good for my riding style but, right now, my riding style isn’t working with this surface. We have a really challenging weekend ahead of us, and I’ll try to work as hard as possible to be competitive. Right now, we’re in a different situation to last year.”
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The first round of any season in the MOTUL FIM Superbike World Championship is always key, let alone one that’s shaping up to be as unpredictable as 2024. One aspect that is vital is the tyres that Pirelli bring to the round, and the Italian company have announced their solutions for the Grand Ridge Brewery Australian Round. With a new surface to contend with at the Phillip Island Grand Prix Circuit, there are limitations in place on tyre usage as well as flag-to-flag races in both WorldSSP and WorldSBK being announced.
AVAILABLE TYRES IN WORLD SUPERBIKE: hardest compounds selected
Pirelli have opted to bring the hardest compounds to Phillip Island, a circuit that, due to its fast corners and high speed, is demanding on tyres. At the front of the bike, riders can choose from the SC1 and SC2 standard tyres, while there are two SC0 rear tyres available to use in Saturday’s Tissot Superpole session. Due to the compulsory pit stop and flag-to-flag race, two more sets of tyres can be used compared to the normal allocation. In the recent Official Test, several riders were able to go under the existing lap record, with the first ever 1’28s completed.
SAME CHOICES: two front tyres, one rear in WorldSSP
In WorldSSP, it’s a similar story to WorldSBK. There are two front tyre choices – the standard SC1 soft and SC2 medium compounds – for running in the dry, while there’s only one rear option. The SC1-A debuted at this circuit two years ago and has become a vital part of the allocation. Like in WorldSBK, due to the flag-to-flag races, extra sets of tyres are available to the WorldSSP competitors for their first round of the season. In the Official Test on Monday, Yari Montella (Barni Spark Racing Team) went under the existing lap record as he utilised the new surface to its potential.
RACE CHANGES: pit stop windows for both Championships
Both WorldSBK and WorldSSP will feature pit stops in Race 1 and Race 2. In WorldSBK, a reduced 20-lap distance (down from 22) means the pit window will be open between Laps 9 and 11 while in WorldSSP, where the race distance is the original 18 laps, it is between Laps 8 and 10. Riders will have to change their rear tyre during their pit stop, while changing the front tyre will be optional.
PIRELLI SAYS: “It was a difficult decision to take”
Explaining the decision behind the race format changes, and Pirelli’s allocation, the company’s Motorcycle Racing Director, Giorgio Barbier, said: “We know this track very well, nevertheless every year it’s a whole other story because at Phillip Island the variables that can influence tyre behaviour are many and often unpredictable. This year the most critical element is represented by the new asphalt which has almost completely reset the references we had. I remind everyone that the tyres for this race were shipped from Europe at the end of November while the resurfacing of the circuit was completed only a few weeks ago. Therefore, in the absence of data on which to base ourselves, we thought it appropriate to rely on the racing solutions used successfully in the last two seasons.
“We have seen in the tests that the asphalt offers a lot of grip, to the advantage of the flying lap time, but on the other hand it is very aggressive with the tyres, especially at high temperatures, causing unusual peaks in tread compound temperature on the left side with consequent tyre degradation: we detected up to 160 degrees Celsius in pit lane which we estimate could reach operative peaks of more than 200 degrees. Considering this evidence, in agreement with Dorna, FIM and Race Direction, we have decided that for the races of both classes it will be mandatory to make a pit stop to change tyres. It was a difficult decision to take, also because, as always happens in these cases, some teams would have wanted to try racing over the full distance. However, Pirelli believes that the safety of the riders must be the absolute priority in such circumstances.”
A NEW ERA BEGINS: follow all the action from Australia LIVE and UNINTERRUPTED using the WorldSBK VideoPass!
The time for talking is over, and in just a few hours, the on-track action begins. The 2024 MOTUL FIM Superbike World Championship is here and there’s one thing you need to have to get the best experience while watching: the WorldSBK App. Including features that will make your viewing experience better, it’s free to download and will give you even more information at your fingertips during a round.
The app features Live Timing for free, giving you all the data, you could want. From lap times, top speeds, sector times, gaps to the leader and much more, the Live Timing adds more information to help you follow each session, from Free Practice 1 on Friday to Race 2 on Sunday and everything in between.
What’s more is access to our expert team of commentators in every Tissot Superpole session, every race, and WorldSBK Free Practice sessions. Combined with Live Timing, it’s the perfect way to follow WorldSBK action with added insight from our team, as well as breaking news, giving you all the information you need. Plus, you can follow the riders through the Live Tracking feature to see where they are on track, giving you the perfect recipe to follow WorldSBK in 2024.
Other features of the Official WorldSBK App included bios of every rider competing in WorldSBK and WorldSSP and detailed stats of every rider in WorldSBK, WorldSSP and WorldSSP300 to give a full picture of the riders competing in the paddock. You can also read the latest news from the Championship on the go as well, completing your experience both during a round and when our riders are having a well-deserved rest.
The WorldSBK app is available to download for FREE on iOS and Android systems now courtesy of Tissot!
A NEW ERA BEGINS: follow every second of WorldSBK in 2024 using the WorldSBK VideoPass!
Last season, WorldSBK came to a close with one of the greatest races I’ve ever seen. Alvaro Bautista (Aruba.it Racing – Ducati) vs Toprak Razgatlioglu (then Pata Prometeon Yamaha) fighting it out for the win at Jerez was something that, frankly, I still can’t believe! The Turkish star may have lost his final race for Yamaha but it was more like a boxing fight that came down a judges card; we left wanting a rematch.
GENERATIONAL TALENT TOPRAK: “Can he win a title for BMW? He most certainly CAN!”
The rematch won’t happen. Toprak leaving for BMW has created a new dynamic. Arguably, it’s a more exciting dynamic. Can this generational talent do what no other rider in history has done? Can he win a title for BMW? Standing trackside at the Jerez and Portimao circuits throughout the winter the answer was clear; he most certainly can.
BMW has a lot of ground to make up but Toprak looks comfortable with the bike already. Winning a title in year one of a new project will be asking too much but he’ll be winning races very early in the campaign. The engine characteristics and power of the M 1000 RR has suited his style and now he’s fine tuning. Toprak is ready for battle.
NEW IN BLUE: Rea’s quest for title #7 continues… but with YAMAHA
Replacing Razgatlioglu is Jonathan Rea (Pata Prometeon Yamaha). It’s amazing to think that the six-time Champion may not have enough stature to fill the hole left by Toprak but that could be the case. Early testing has shown Rea to be comfortable with the bike on longer runs but needing to find some confidence for single lap pace. This weekend will be the first time he has to pull the pin and see where he stacks up on the grid. The Tissot Superpole session will be fascinating for that reason.
WEIGHING IN: New rules, a nagging injury and behind in testing, Alvaro Bautista
With Rea and Razgatlioglu moving to new pastures, it’s easy to think that Bautista will have it all his own way this year. The Spaniard, who is gunning for third title in a row – a feat only achieved by Rea in the history of WorldSBK – will start the year as the clear favourite. The #1 Ducati will bear the brunt of regulation changes for this campaign with Bautista set to carry approximately 6kg of ballast on his bike. A bigger handicap will be his physical conditioning after a serious injury last year.
Bautista is gradually returning to full fitness but admitted to me that the calendar for this year is “perfect” for a rider recovering from injury: “We have Phillip Island and then a break until Barcelona. Then we have another break before Assen and then Misano. I have some time to get back to normal.” Getting back to normal is ominous for his rivals.
MORE THAN THE TITANIC TRIO: fantastic four or five, maybe six of the best?
The top three have dominated the series over the last two years but will anyone challenge them this year? It’s unlikely over the course of the full season but each weekend we can expect some challengers. Nicolo Bulega (Aruba.it Racing – Ducati) has impressed in testing and the WorldSSP Champion has adapted handily to his Superbike. Partnered up with Bautista, he will expect to contend for podiums in the early rounds.
Yamaha has arguably the strongest stable of riders. Rea, Andrea Locatelli (Pata Prometeon Yamaha), Remy Gardner (GYTR GRT Yamaha WorldSBK Team) and teammate Dominque Aegerter are all World Champions. Bradley Ray (Yamaha Motoxracing WorldSBK Team) is a BSB champion and Philipp Oettl (GMT94 Yamaha) is a Grand Prix winner. The blue machines will have six riders all expecting to make a big step forward. Rea will obviously be expected to lead the charge but will one of the established Yamaha riders lead the way in Australia? Don’t sleep on Aegerter, a front row man here last year on his debut, despite being ill throughout 2024 testing.
At Kawasaki, the rubble left in the wake of Rea’s departure was cleared to allow Axel Bassani (Kawasaki Racing Team WorldSBK) to finally become a factory rider. The Italian has a lot of adapting to do so don’t expect much straight away. This will be a learning year for him whereas teammate Alex Lowes will be expected to do the heavy lifting. Lowes switching to Rea’s ex-crew chief Pere Riba has energised the off-season for Kawasaki. They have a new goal and for Lowes, it will be a new way of going about his business with a new crew chief. The ZX10-RR has an extra 500rpm, so we’ll see the impact that makes.
Over with BMW, Razgatlioglu has already established himself as the leader but there’s been tension simmering away behind the scenes. With teammate Michael van der Mark, Scott Redding (Bonovo Action BMW) and his teammate Garrett Gerloff all trying to prove themselves behind the Turkish star, we can expect fireworks. The trio are all competitive animals and know they have what it takes to win races and have been closely matched in testing. BMW have put in a lot of resources and all four riders will take advantage of their progress. Last year, Gerloff finished the year as the leading BMW rider in the closing rounds; he’s motivated to prove his worth again against Redding.
HONDA’S WOES: can they turn the ship around?
Honda are still the biggest question mark on the grid; another newly-homologated bike has lots of upgrades but is it any faster? Winter testing didn’t offer much encouragement to Team HRC. These early rounds look set to be difficult and until Honda start to find performance, they will be trying to push forward from the background. It’s a shame because resources are being spent and there are talented people within Honda. Unfortunately for Team HRC, they’ve been the proof of how competitive WorldSBK has become. With the field getting ever stronger – as shown by Andrea Iannone (Team GoEleven), Sam Lowes (ELF Marc VDS Racing Team) and Bulega all joining the grid as rookies – someone has to be at the front and others have be further down the order. This year, it’s harder than ever to predict the order going into any round.
While the 2024 MOTUL FIM Superbike World Championship season has its first race in a few days, a few riders from the paddock started racing for the season a bit early with a visit to a karting track. Taking place at Phillip Island, Remy Gardner (GYTR GRT Yamaha WorldSBK Team), Bradley Ray (Yamaha Motoxracing WorldSBK Team), Philipp Oettl (GMT94 Yamaha), Tom Booth-Amos (PTR Triumph), Oli Bayliss (D34G Racing WorldSSP Team) and John McPhee (WRP-RT Motorsport by SKM-Triumph) battled it out for early glory as friendly rivalries took hold at the venue. Check out stunning pictures from the event in the gallery at the top of this page.
A NEW ERA BEGINS: watch every single second from Australia LIVE and AD-FREE using the WorldSBK VideoPass!
A new era is here in the MOTUL FIM Superbike World Championship, as 2024 promises to be a season like no other before. With huge rider line-up changes, various upgrades across numerous manufacturers and new faces ready to upset the established guard, big numbers and historic moments could all be reached in our first weekend of the season.
333.3km/h – The highest top speed at Phillip Island is 333.3km/h, set in 2023 by Danilo Petrucci.
116/119 – Yamaha are at their fourth match ball to equal Honda for wins. Yamaha are on 116, Honda 119, the latter in the third all-time place. The first two belong to Ducati (420) and Kawasaki (178).
115/116 – Toprak Razgatlioglu is just one podium shy of the 3rd all-time spot, held by Noriyuki Haga. The first two in this ranking are Jonathan Rea (263) and Troy Corser (130).
75 – Ducati have collected no less than 75 podium finishes at Phillip Island: that is the third highest value in history for a manufacturer on any track after their own 95 Misano podiums and 84 at Assen.
70 – Phillip Island holds the record for most WorldSBK races run (67) and will be the first to reach 70.
39 – If Alvaro Bautista wins a race this season, he’ll become the 5th rider to win at 39, the first since Max Biaggi set the all-time record at the Nurburgring in Race 1, 2012 at 41 years, 2 months, 14 days.
32 – Ducati is the most successful manufacturer at Phillip Island with 32 wins. They won the last five races run here thanks to Alvaro Bautista.
23 – Australian riders have won here 23 times, the last was in 2008 with a double from Troy Bayliss.
18 – Phillip Island is the home for close finishes: 18 races were decided by less than 0.1 seconds.
14.983s – In 2019, Alvaro Bautista made a stunning debut in WorldSBK, winning his maiden race with a gap of 14.983 seconds over Jonathan Rea, the largest winning margin in a dry race at Phillip Island.
13 – The last rider who won at Phillip Island starting outside the top ten on the grid was Noriyuki Haga; from 13th in 2009 Race 1, he was P2 after Lap 1. He took the lead after just four laps.
8 – Last year, Bautista became the most successful rider in Phillip Island with eight wins.
7 – Seven riders have claimed their first win at Phillip Island: Bautista in 2019, Leon Haslam in 2010, Ben Spies in 2009, Garry McCoy in 2004, Anthony Gobert in 1994, Kevin Magee in 1991 and Rob Phillis in 1990. The two most recent, Bautista and Spies, went on to take the crown.
3 – If Rea or Razgatlioglu win for their new team, they will join the list of winners for three manufacturers (Troy Corser, Chaz Davies, Anthony Gobert, Eugene Laverty, Stephane Mertens), with the record at four (Marco Melandri, winner for Aprilia, BMW, Ducati and Yamaha).
2 – If Razgatlioglu (27 years old) wins for BMW, he will be the 2nd youngest winner for the manufacturer after Chaz Davies (26 years old in Aragon, 2013), whilst Rea (37) will be the oldest for Yamaha, whose oldest winner so far is Fabrizio Pirovano (33 years old in Estoril, 1993).
1-2 – The last six races here have been won only from the first two spots of the grid.
1 – Only once in WorldSBK history, the podium was composed by riders starting outside the top ten grid spots. That was in Phillip Island 2009, Race 1. Noriyuki Haga won from 13th, Max Neukirchner was second from 14th and Yukio Kagayama was third from 11th.
0.004s – The closest finish in WorldSBK history happened in 2010 at Phillip Island in Race 1, as Leon Haslam won by 0.004s ahead of Michel Fabrizio.
SHORTHAND NOTEBOOK
2023 race winners:
Alvaro Bautista (Ducati, Race 1, Superpole Race and Race 2)
Last three polesitters at Phillip Island:
2023: Toprak Razgatlioglu (Yamaha) 1’29.400
2022: Alvaro Bautista (Ducati) 1’29.815s
2020: Tom Sykes (BMW) 1’29.230s
Manufacturer podium places (and wins) in WorldSBK at Phillip Island:
Ducati: 75 (32)
Kawasaki: 40 (13)
Honda: 27 (4)
Yamaha: 26 (6)
Aprilia: 15 (6)
Suzuki: 6 (5)
BMW: 3
Bimota: 1 (1)
Key gaps from Phillip Island in 2023:
Front row covered by: 0.235s
1 second in Superpole covered… the top 13: 0.988s
Closest race gap between 1st and 2nd: 2.462s (Bautista 1st, Rinaldi 2nd, Superpole Race)
Dorna WSBK Organization proudly welcomes Dodge as the Official Car and Official Safety Car for the 2024 season. The iconic American automotive brand is set to join an exclusive roster of partners, adding a new dimension of power and style to the world’s leading production motorcycle racing series.
Dodge will take centre stage as the 2024 WorldSBK Official Car & Official Safety Car. The partnership showcases the perfect fusion of character and speed, with Dodge muscle cars serving as the ultimate 4-wheel counterparts to WorldSBK machinery.
Dodge’s rich history of power and performance, both on the track and the drag strip, will resonate with WorldSBK fans as the thrilling roar of the new Official Safety Car is unleashed.
Two Dodge Challenger SRTs, equipped with the iconic 6.2L HEMI V8 engine producing 717 Hp, will patrol the MOTUL FIM Superbike World Championship rounds, providing a perfect match to the racing Superbikes. This level of performance not only allows for precise assessment of track conditions but also ensures officials can always intervene swiftly.
Completing the Dodge WorldSBK fleet are Durango SUVs, serving as the Race Direction and FIM Safety Officer official cars. The Durango combines high efficiency with practicality, making it an ideal workhorse for the championship. Two specs will be deployed on track: a Dodge Durango SRT Hellcat with a 6.2L V8 engine delivering over 710 Hp and Dodge Durango SRT featuring a 6.4L Hemi V8 producing 475 Hp.
The pinnacle of victory will be marked by the presence of the Dodge brand on the top step of the podium during the prize-giving ceremonies, symbolising the rider’s triumph – a distinctive moment of unparalleled excitement and pure motorsport essence. A third Dodge Challenger SRT Hellcat Redeye powered by the 807 Hp 6.2L Hemi V8 will also be on display next to the podium.
The Dodge Official WorldSBK fleet is poised to make its debut at the Circuit de Barcelona-Catalunya, marking the first European round of the 2024 season. As the engines rev and the partnership unfolds, Dodge and WorldSBK are set to redefine the standards of speed, power, and performance on and off the track.
Domenico Gostoli, Head of RAM & Dodge Brands Enlarged Europe said: “As Dodge Europe, we have worked hard on this Project and we are proud to start this exciting new cooperation, the first for Dodge Brand in EU: the partnership with WorldSBK is built on a common “performance and race” spirit and fits perfectly with a fan world and an audience of enthusiasts for our Brand. At Dodge we always aim to exceed our limits and reach new heights, putting daily a winning attitude, grit and determination into our work.”
Francesco Valentino, Head of WorldSBK Commercial & Marketing Department added: “Built to take on the road in style, Dodge muscle cars deliver on the promise of their looks with power and acceleration under the hood to match. We are proud and thrilled to welcome Dodge and bring it together with WorldSBK. As a production-based motorcycling series, we identify with Dodge’s tradition of high-performance cars, and the alignment of our values makes for an exciting brand association.”
A NEW ERA BEGINS: watch all the action unfold in 2024 using the WorldSBK VideoPass!
Based on the information gathered following the WorldSBK and WorldSSP tests at Phillip Island earlier this week and following a report from the Federation Internationale de Motocyclisme (FIM) Technical Director, the Race Direction together with the Phillip Island Grand Prix Circuit and Dorna WSBK Organization (DWO) have decided that to ensure the safety of all participants, rear tyres shouldn’t be used for more than 11 laps for the WorldSBK class and 10 laps for the WorldSSP class.
Additionally, the race distance for the WorldSBK Race 1 and 2 has been reduced to 20 laps and two extra sets of tyres have been allocated for each rider in both classes.
Gregorio Lavilla, WorldSBK Executive Director:
“The circuit has performed admirably with the new asphalt. Whilst rubber is gradually laid down track conditions evolve, which present some challenges. Since the tyres were shipped out in late November to arrive for this opening round, there wasn’t enough time to develop specific tyres tailored to the current asphalt conditions. We have carefully assessed the situation, considering the early track activity following the asphalt being laid out and the two days of testing that we conducted earlier this week. Whilst conditions have certainly improved, they may not have improved enough, especially considering the challenging, fast-paced nature of this circuit layout. In such circumstances, we, in collaboration with Race Direction, the FIM and the Phillip Island GP Circuit, must opt for the safest option, which is of paramount importance.”
With short wheelbases, sporty geometry, and low curb weights, the CFMOTO 800NK and Suzuki GSX‑8S hustle through tight corners with ease. (Photos by Kevin Wing)
Back in the ’70s, Cycle magazine coined the term “Universal Japanese Motorcycle” to refer to the proliferation of standard bikes built by the Japanese Big Four that adhered to the same formula: air‑cooled inline‑Fours with tubular cradle frames, disc front brakes, telescopic forks, and dual rear shocks.
Much has changed in the last five decades, but manufacturers still stick to tried‑and‑true formulas when designing motorcycles. These days, regardless of where bikes hail from, there has been a convergence in the middleweight class on parallel‑Twin engines because they are cost‑effective to produce, easy to package within a frame, and flexible in terms of tuning. Also known as vertical Twins because the two side‑by‑side cylinders stand upright, modern versions typically have liquid cooling, fuel injection, and a 270‑degree crankshaft that produces a V‑Twin‑like rumble.
We put the CFMOTO 800NK (left) side-by-side with the Suzuki GSX-8S (right) for this comparo.
Last year, Suzuki, a veteran of the UJM wars, introduced a liquid‑cooled 776cc parallel‑Twin that powered two new models: the GSX‑8S naked sportbike and V‑Strom 800DE adventure bike. The engine has DOHC, 4 valves per cylinder, a 270‑degree crank, throttle‑by‑wire, and Suzuki’s patented Cross Balancer system, which minimizes vibration. The GSX‑8S is equipped with several Suzuki Intelligent Ride System electronic rider aids, including throttle response modes (Active, Basic, and Comfort), multi‑mode traction control (1, 2, 3, and Off), an up/down quickshifter, Easy Start, and Low RPM Assist.
2024 Suzuki GSX-8S
Chinese manufacturer CFMOTO entered the U.S. motorcycle market in 2022 and has expanded its lineup to 11 models for 2024. One of its newest is the 800NK, a naked sportbike powered by a liquid‑cooled 799cc parallel‑Twin that’s a previous‑gen version of the KTM 790 engine, which CFMOTO now builds under a partnership agreement. Similar to Suzuki’s modular approach, the same engine is found in CFMOTO’s Ibex 800 adventure bikes. On the tech front, the 800NK has throttle‑by‑wire, throttle response modes (Sport, Street, and Rain), and cruise control but no traction control or quickshifter.
2024 CFMOTO 800NK
Those looking for an affordable, streetfighter‑styled motorcycle would likely cross‑shop these two bikes, especially since there’s just a $500 delta between their MSRPs: $8,999 for the Suzuki and $8,499 for the CFMOTO. To suss out their differences, we tested them back‑to‑back on local freeways and backroads and had our friend John Ethell at Jett Tuning run them on a Dynojet dynamometer.
CFMOTO 800NK vs. Suzuki GSX8S: Wonder Twin Powers, Activate!
Despite just a 23cc difference in displacement between the CFMOTO and Suzuki, there’s a significant difference in engine output. Both Twins rev out to nearly 10,000 rpm, and their dyno curves show fairly linear increases in power and flat torque curves. Past 6,000 rpm, their curves begin to diverge, with the CFMOTO climbing to 93.4 hp at 9,400 rpm while the Suzuki levels out at 75.9 hp at 8,300 rpm. Torque figures are closer, but the 800NK still has the advantage in the upper rev range, maxing out at 57.1 lb‑ft at 6,600 rpm compared to 53.3 lb‑ft at 6,700 rpm on the GSX‑8S.
The CFMOTO also has a lower curb weight, giving it a higher power‑to‑weight ratio. It weighs 410 lb with its 4.0‑gallon tank full, whereas the Suzuki weighs 445 lb with 3.7 gallons in its tank.
Differences in power and weight aren’t readily apparent at lower rpm and around‑town speeds, but the Suzuki feels more refined. The GSX‑8S starts easily when cold, idles smoothly, and has spot‑on fueling and throttle response. The 800NK, on the other hand, is slow to warm up, idles like it’s in a bad mood, and exhibits some hesitation when making throttle adjustments between 4,000 to 6,000 rpm, which corresponds to a dip in the horsepower and torque curves.
Above 6,000 rpm, however, the CFMOTO finds its groove, responding cleanly and directly to throttle inputs and making its power and weight advantages readily apparent. It flicks back and forth through tight corners more easily than the Suzuki, and a twist of the wrist catapults the 800NK ahead more rapidly than the GSX‑8S, which falls flat in the upper rev range. Although sound doesn’t necessarily affect performance, it does tap into our emotions. The CFMOTO’s more aggressive exhaust note makes for a more engaging riding experience without being too loud.
New for 2024, the CFMOTO 800NK charges forward with a distinctive LED running light and angular bodywork in either Nebula Black (shown) or Nebula White.
There’s also some daylight between these bikes in terms of shifting. Both are equipped with 6‑speed transmissions with cable‑actuated slip/assist clutches. Neither bike requires much effort to change gears, but the Suzuki’s gearbox is noticeably smoother, and it’s aided by the convenience of a quickshifter. The CFMOTO has an adjustable clutch lever, but the Suzuki does not.
When manufacturers aim for aggressive price targets, one of the most common places to cut costs is with the suspension, particularly in terms of adjustability. Both CFMOTO and Suzuki sourced their components from Japanese suspension maker KYB, and both bikes have inverted forks (43mm on the CFMOTO, 41mm on the Suzuki) and rear monoshocks. The only adjustability on the GSX‑8S is rear preload, but the 800NK offers full adjustability on the fork and rebound and preload adjustability on the shock. Ride quality between the two is fairly similar, with their damping rates calibrated for general use rather than the tautness of more aggressive sportbikes, but the CFMOTO allows riders to dial in their preferences front and rear.
Yerba Buena Road, which slithers through California’s rugged Santa Monica Mountains, was the perfect place to test these two middleweight streetfighters.
The CFMOTO has a slight edge in terms of braking. With components sourced from J.Juan, a Spanish subsidiary of Brembo, the 800NK has a pair of 4‑piston radial front calipers pinching 320mm discs, a 2‑piston rear caliper pinching a 260mm disc, a radial‑pump front master cylinder, and steel‑braided lines. The 800NK’s brakes provide strong, consistent power with good feedback from the adjustable front lever, but they could use more initial bite.
The Suzuki wears Nissin brakes, with dual 4‑piston radial front calipers squeezing 310mm discs, a 1‑piston rear caliper squeezing a 240mm disc, an axial‑pump front master cylinder, and rubber lines. Stopping power is decent, but the Suzuki’s brakes feel more numb and provide less feedback than the CFMOTO’s. ABS is standard on both bikes.
The Suzuki GSX‑8S has a minimalist look, and it’s available in Pearl Cosmic Blue (shown), Glass Matte Mechanical Gray, and Metallic Matte Black No. 2.
The 800NK and GSX‑8S are compact machines with short wheelbases, narrow waistlines, and sporty chassis geometry. Both have steel frames, steel subframes, cast‑aluminum swingarms, and tapered aluminum handlebars. From the cockpit, the Suzuki almost disappears beneath the rider thanks to its svelte tank, 1.7-inch narrower handlebar, and slender (but 0.4 inch taller) seat. The CFMOTO’s tank and bodywork flare out more, and its handlebar is wider, giving it more visual presence from the saddle. Its seat is also wider at the back and has thicker, more comfortable foam.
The CFMOTO’s higher power, lighter weight, and wider handlebar give it an advantage over the Suzuki.
As streetfighters, these bikes lend themselves to an aggressive riding style, but they’re comfortable enough for everyday riding or commuting. Their handlebars’ bends and risers allow for an upright seating position, and their footpegs are placed high enough for good cornering clearance but low enough for adequate legroom.
When you exit the highway and find your way to a winding backroad, they are more than happy to display their athleticism. Both roll on 17‑inch cast wheels with 120/70 front and 180/55 rear tire sizes, and their radials – Maxxis Supermaxx ST on the CFMOTO, Dunlop Roadsmart 2 on the Suzuki – provide neutral handling and decent grip. With its additional steering leverage and 35‑lb weight advantage, the CFMOTO is more agile than the Suzuki but not by much.
CFMOTO 800NK vs. Suzuki GSX8S: Devil in the Details
In some ways, these are two evenly matched motorcycles, while in others, they diverge. One is built by a well‑established Japanese brand that has been building motorcycles since the early 1950s and selling them in America since 1963. The other is built by an upstart Chinese company that has been building motorcycles only since 2000 but has grown rapidly and not only builds its own engines and motorcycles but also builds them for KTM, Europe’s largest manufacturer.
Both bikes have similar profiles, with pointy headlight shrouds and dagger‑like tailsections. Despite the riders’ go‑fast crouches above, handlebars positioned well above the triple clamp and sensibly placed footpegs allow for comfortable, upright seating positions.
Although the Suzuki GSX‑8S was introduced in 2023 as a new model with a new engine, it feels very refined. It has the build quality and fit and finish one expects from one of the Big Four Japanese manufacturers, and its engine, electronics, and chassis work together harmoniously. The GSX‑8S costs $500 more than the 800NK, but it has standard features that the CFMOTO lacks, such as traction control and an up/down quickshifter. Its bright TFT instrument panel uses a larger, thicker font and is easier to read in all conditions than the one on the 800NK.
As the new kid on the block looking to build trust in the market, CFMOTO’s value proposition is to provide more bang for the buck. For the 800NK, that starts with the tried‑and‑true KTM 790 engine that delivers an additional 17.5 hp and 3.8 lb‑ft of torque over the GSX‑8S motor. It continues with a 35‑lb lower curb weight, suspension with more adjustability, higher‑spec brakes, and features like cruise control and smartphone connectivity. Not only is the base price lower, but it comes with an additional year of warranty coverage. But it also feels rougher around the edges, particularly regarding its low‑rpm fueling.
The 2024 CFMOTO 800NK TFT display changes with ride mode, but the text is too small.
The 2024 Suzuki GSX-8S TFT display is easy to read and adjusts to light/dark conditions.
If you’re an experienced rider who wants a light, powerful, somewhat rowdy streetfighter and can live without traction control and a quickshifter, you’ll want the CFMOTO 800NK. But if you’re someone who prioritizes smoothness and refinement over power, or if you’re a newer rider, the Suzuki GSX‑8S is for you.
Each bike has its strengths and weaknesses, but both provide a respectable mix of performance, technology, and style at a reasonable price.
Spec Comparo: 2024 CFMOTO 800NK vs. 2024 Suzuki GSX-8S
Base Price: $8,499 (CFMOTO) — $8,999 (Suzuki)
Warranty: 2 yrs., unltd. miles — 1 yr., unltd. miles
It’s the start of a new era in the 2024 MOTUL FIM Superbike World Championship and it all gets underway at the legendary Phillip Island Grand Prix Circuit on Friday. It’s the first chance to see how the new era begins with plenty of intrigue heading into the Grand Ridge Brewery Australian Round. WorldSSP action starts the day with their sole Free Practice session at 10:25 Local Time (UTC+11), before WorldSBK Free Practice 1 at 11:20. Friday afternoon is the new home for Tissot Superpole in WorldSSP, with the 40-minute session starting at 14:55. WorldSBK Free Practice 2 is at 16:00. On Saturday, WorldSBK Free Practice 3 is the first action at 10:00, before WorldSSP Warm Up at 10:30. WorldSBK Tissot Superpole is at 13:00 before WorldSSP Race 1 at 14:30 and WorldSBK Race 1 at 16:00. Two Warm Up sessions start the day from 10:30 on Sunday, before the 10-lap WorldSBK Tissot Superpole Race at 13:00, WorldSSP Race 2 at 14:30 and WorldSBK Race 2 at 16:00.
A NEW ERA BEGINS: watch every single moment from Australia LIVE and UNINTERRUPTED using the WorldSBK VideoPass!
Friday, 23rd February (all times Local Time, UTC+11)
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