Yamaha’s R7 is a greedy steed. It garners much of the attention in the fully clothed mid-capacity parallel twin segment. That is to be expected—the R7 is a quality ride that’s stylish, fun, and very, very capable. But for you lot out there looking to dip a toe into the segment, you really must have a good look at Suzuki’s GSX-8R. It’s cheaper than the R7, packs more punch from its twin-cylinder engine, and handles and stops as well, if not better, than the Yamaha.

The 8R is about as fun as a motorcycle can get. It’s so easy to ride and so easy to live with, yet it’s still packing a sizable punch. Much of why I enjoyed my time with the GSX-8R is thanks to its grunty and playful engine. Like its naked sibling, the GSX-8S, the GSX-8R sports a water-cooled 776cc parallel twin punching out a very respectable 82HP (61kW) of power and 78Nm of torque in a package that weighs in at, according to Suzuki, 205kg. The pistons are connected to a 270-degree crank that gives the 8R V-twin-style power characteristics and a very sexy exhaust note.

This is an engine that, while offering plenty of low-down mumbo, still loves to rev. The combo is enough to get the 8R down the quarter mile at Western Sydney International Dragway for a pass just over the 12-second mark. Whack a pipe on the 8R, get a tune, and put a pilot on it with less generous proportions than yours truly, and you’re realistically looking at a pass somewhere in the 11-second bracket. Not bad at all!

Helping you shave every fraction of a second off your time is a bi-directional quickshifter that is typically gorgeous—it’s what we’ve come to expect from Suzuki. It allowed me to flawlessly mash through the six-speed gearbox—not a false neutral in sight on the night, even in the heat of battle on the drag strip.

But the 8R’s got more than just a punchy donk going for it. The chassis is arguably the best in its segment. There’s a weight bias over the front, which gives the 8R impeccable manners when you’re getting your cornering on. It tips in beautifully, holds a line with aplomb, and is as predictable through a corner as a lie from a politician—no doubt thanks in part to the full deck of Showa suspension.

Nissin handles the braking duties, and there really isn’t much to say in this regard. Braking performance is great, and with a few bobs spent on a set of braided lines, the 8R is going to provide you with more than enough stopping power.

Despite its sub-$15,000 price point, you get a seriously good selection of electronic farkles, including three riding modes and three levels of traction control—the parameters of which are stylishly beamed to your eyeballs via a colour TFT dash.

And if that wasn’t enough bang for buck, the 8R also comes loaded with a slipper clutch, low RPM assist to help prevent you from stalling when you’re attempting a gun start, and Suzuki’s easy start system.

Suzuki must also get a big nod for the quality of the finish on the 8R. Nothing about the bike looks cheap and nasty, and the fit and finish—including the attention-grabbing yellow paint—is top-notch.

I feel like the GSX-8R has been hiding in the shadows somewhat since its release a year or so ago. Maybe I just haven’t seen many, maybe Suzuki isn’t doing the best job of marketing the thing, and if that’s the case, then that’s a shame. If you’re after a mid-capacity twin, you’d be a fool not to look at the GSX-8R—I feel confident in saying it’s the overall best performer in the segment, with the exception of Aprilia’s RS 660, which is a good $7000 more expensive.

It's a quality bike, with performance to burn and a very friendly price tag—what more could you ask for? Whether you’re a seasoned rider looking for a flickable, punchy machine or a newcomer after a proper sport bike experience without completely torching your bank account, the GSX-8R delivers. This thing deserves way more attention than it’s getting. It might not be grabbing as much fanfare as the R7, but in every way that matters—power, handling, value—it’s right there at the top.