In 1985, Suzuki turned the sportbike world on its head with the launch of the original GSX-R 750. The idea was so simple, and—with hindsight—so obvious, I wondered at the time why no one had thought of it before.
The original “Gixxers” – as they became affectionately known – were literally streetbikes derived directly from the track. It was the birth of the so-called “race-replica,” and in one fell swoop Suzuki changed everyone’s thinking from “ever bigger and more powerful” to light and agile is better. Actually, the Gixxers also produced hitherto unknown levels of horsepower, so it wasn’t as though Suzuki ignored that aspect either!
But boy, did those motorcycles work well. Compared to any predecessor the new Gixxers felt featherweight, balanced, fast as heck, and highly intuitive to ride; they were light years ahead of anything else.
That original motor concept of an across-the-frame, 4-cylinder, double overhead camshaft, sixteen-valve engine layout that dated back to the late seventies has stayed with Suzuki, and in the intervening almost four decades the engineers have evolved it into the incredible 250-plus horsepower motor that now drives the new GSX-RR MotoGP prototype racer.
For me, the “Gixxer” became personal circa 1986, when I purchased the first GSX-R1100. A bored out version of the then year-old 750, it produced a claimed 130 or so horses (unbelievable at the time) at 9,500 RPM; and all that was worked into a chassis that was incredibly agile and fluid. Until then, I’d never even considered that a motorcycle could feel so much like it was a part of me. It seems many people agreed and GSX-R sales took off. I have subsequently owned multiple GSX-Rs over the years, and I now proudly drool over the GSX-R1000 that sits in my garage today.
Interestingly, Suzuki never stopped making the GSX-R750 despite the rise (and somewhat recent demise) of the 600 class, and of course the change in racing regulations from 750cc premier-class machines to 1000cc superbikes. But Suzuki never stopped making the 750, and for several years it has been the lone voice in the 750 wilderness. That the factory decided to persevere is really not a surprise, as the GSX-R750 garnered praise from just about every journalist and customer who rode one.
The 750 is arguably the perfect Supersport motorcycle. It has considerably more power than a 600, which lacks mid-range torque and can feel a little anemic unless they’re revved to the moon. That’s not great on the street. On the other hand, liter-bike machines are shockingly powerful, and as well as being over-specified for the street, they can even be quite a handful on the track as well.
However that evergreen Suzuki 750 fits neatly in between those classes, with superbike levels of performance, but with just enough edge taken off that highsides and other nastiness are a lot less of a worry to the rider. They also fall neatly within the 800cc insurance bracket and are therefore more affordable as well.
So the new GSX-S750 is derived from the 749cc, four-cylinder fuel-injected engine from the GSX-R750K5. The engine’s cam profiles have been revised, and the intake and exhaust tracts have been reshaped to boost low-end torque and mid-range power. Suzuki’s Dual Throttle Valve (SDTV) fuel injection system means the performance is not just crisp and consistent, but the throttle connection is arguably the smoothest on the market.
Riding the bike on a very wet day through some twisty roads in Texas Hill Country near Austin, I certainly appreciated the Suzuki’s butter-smooth response off the low-end of the rev-range. It’s super-noticeable coming back on the throttle in the middle of a corner—if it’s wet and slippery, and you don’t know the road, the last thing you need is a motor that comes back in jerkily or hits too hard, too quickly.
A state-of-the-art digital ignition system contributes to more complete combustion, and Iridium long-life spark plugs give a more condensed and hotter spark. Effective engine management, emission control systems, and the Suzuki Pulsed-secondary AIR-injection (PAIR) system injects fresh air into the exhaust ports, which allow the GSX-S750 to meet the latest emission standards everywhere except in California. Yes, you read that right—unfortunately this superb machine will not be available in the Golden State. But if you live elsewhere, please read on.
Constructed with a variety of lightweight materials, the 4-2-1 exhaust system carries a Suzuki Exhaust Tuning (SET) valve to maximize torque and improve throttle response, especially in the low-to-mid RPM range, and I was especially impressed with the torque of the GSX-S750. According to Suzuki, it builds power at lower revs quicker than competitor machines, and although at this point I haven’t been able to ascertain whether that’s correct or not, clearly the Gixxer DNA in the Suzuki motor has resulted in a very strong motor that revs willingly and builds power very rapidly.
Partly out of curiosity, but mainly due to the rainy conditions, I tried riding one gear higher than normal, mainly in third and fourth to keep the response smooth and avoid pushing too much power at the rear tire. I was pleased to discover that the power output was really good and I didn’t feel as though I was sacrificing any drive by riding that way. The throttle response was impeccable, and although I was using larger throttle openings the GSX-S pulled exceptionally well—if you’re used to a 600 machine, it’s time to consider an upgrade.
The motor is redlined at a conservative 11,250 RPM and of course the Gixxer motor simply pulls like a train to the redline. If you want the horsepower, it’s there—track day anyone? However, if you’re happy to just enjoy the performance without going nuts, then you will be well rewarded with the decent mid-range and strong pull from this engine. Clutch action is easy, and the six-speed transmission is so light and smooth to engage a lot of the time I simply used clutchless upshifting. I wouldn’t call this bike a beginner machine, but frankly it’s so easy to ride that novice and intermediate riders will quickly feel at home and fall in love.
Of course that “immediately at home” feeling is generated not just by the superb, user-friendly motor, but also by the comfortable ergonomics and lightweight, neutral-handling chassis and suspension. The handlebars of the GSX allow for a slightly leaned forward riding position, with sporty feeling (but pleasantly rubber-mounted) rear-set footpegs and a 32-inch seat height. Shorter stature riders might have problems touching the ground, but the bike is so well-balanced even coming to a stop using just one foot down is as easy as you like.
Likewise the GSX-S chassis has its Supersport sibling’s DNA, and the frame itself combines the advantages of a compact tubular girder street bike frame with a twin-spar sportbike frame to deliver that light-feeling, well-balanced ride.
Inverted KYB front forks are only adjustable for preload, and if they were poorly damped that would be a problem. However, I found that (happily) the front fork produces a firm, well-damped action that worked well on the street. At the rear is a single shock absorber working through a progressive linkage and with seven levels of preload adjustment. As with the front, damping cannot be adjusted.
Suzuki have chassis handling very well sorted out, and after 30 years of producing Gixxers the engineers know precisely what a sporting middleweight needs. The handling of the GSX-S750 is excellent – the steering is light and neutral, and the bike neither flops into corners nor does it understeer when you come on the gas at the apex. The suspension is perfect for the street; typical road bumps and seams didn’t faze the front end at all, and hard acceleration didn’t cause any wallow from the rear. Again, intermediate riders will find huge confidence in this bike; it will allow you to focus on the road and the hazards ahead, instead of being distracted by having to manage quirks in the machine.
Braking comes from dual-piston front calipers with fully-floating 310mm discs. These are not radially mounted as is de rigeur nowadays, and whenever I see this I’m always a little curious—surely it can’t be any more expensive to manufacture a radial mounting? At any rate, despite my “radial snobbery” I actually found the braking to be very impressive—clearly I’ve been spoilt!
The feel at the lever was linear and super-easy to modulate; the bite was powerful when needed, but there was no initial snatch at the brakes when pressure is first applied. Needless to say that was a big help in the wet conditions, and in the absence of ABS it was great to have brakes that didn’t scare me on initial application. At the rear a 240mm disc with single-piston caliper likewise had plenty of feel; I only tend to use the rear brake in the wet and it worked well for me.
Clearly a lot of effort has gone into creating the sporting—but reasonable—riding position between the handlebars, footpegs and seat. It fitted my 6′ height well and unsurprisingly, I felt immediately comfortable on the bike.
An easy to read analog tachometer and digital LCD speedometer are the perfect combination of at-a-glance instruments and can be adjusted for brightness. There is also a nice big gear position indicator, fuel-consumption meter and fuel gauge, an odometer and trip meter, and a clock.
Overall the new Suzuki GSX-S750 is a brilliant machine at an even better price. I have saved discussing the cost until the end of this article as I didn’t want to prejudice anyone by making him or her assume this is a ‘cheap’ machine. Everything about this motorcycle exudes quality and nothing looks cheap or compromised.
Sure if you delve a little deeper into the specifications you can see where the costs have been cut, but I was so impressed with the behavior and performance of this motorcycle I really don’t feel it makes a difference. If you are a hard-core rider and especially want to explore this great motor on the track, then based on the pricing you’ll have the money to upgrade the suspension and brakes.
If you’re not a track-day nut, then the stock GSX-S750 will deliver exactly what you want; it’s the ideal street bike. It’s fast, torquey, and has neutral handling. It’s easy nature will seduce you with its fun-factor, and yet it will also help keep you safe while you improve your skills. If you’re an expert rider then you can thrash it happily, and it won’t be left wanting in any area. Let’s go!
GSX-S750Z Additional Features
A special version of the exceptional GSX-S750 with a blue and white paint scheme that salutes Suzuki’s racing heritage is also available for another $150. The Z model features bright-gold anodized legs on the inverted front forks, silver matte-finish handlebars and a red rear shock absorber spring add to the bike’s performance look.
Yoshimura Genuine Accessories
Yoshimura R&D of America has recently developed a new line of exhaust systems for the GSX-S750 available only through Suzuki dealers. The R-11 slip-on muffler (Part number 1RO-157-5E80) is actually manufactured in Japan and features an aggressive looking new trapezoidal shape in brushed aluminum with a carbon-fiber end cap. Interestingly it is the only system available that is 50-State compliant with the EPA, and so the fully street-legal exhaust can be fitted to the bike by the dealer. The $625 purchase price can be included in the whole package, and adding the Yoshimura fender-eliminator kit ($139.95), Suzuki fly-screen, and a few other items from the Suzuki catalog will complete your machine nicely.
Pricing
GSX-S750L5* ………………………………………………. MSRP $7,999
GSX-S750ZL5* ……………………………………………. MSRP $8,149
Engine Specifications
Type …………………………………………………………… 4-stroke, liquid-cooled, DOHC, 4-cylinder
Bore & stroke ………………………………………………. 72.0 x 46.0 mm (2.835 x 1.811 in)
Displacement ………………………………………………. 749 cm3 (45.7 cu. in)
Compression ratio ………………………………………… 12.3: 1
Fuel system …………………………………………………. Fuel injection
Air cleaner …………………………………………………… Paper element
Starter system ……………………………………………… Electric
Lubrication system ………………………………………. Wet sump
Transmission Specifications
Clutch …………………………………………………………. Wet multi-plate type, rack & pinion actuation
Transmission ……………………………………………….. 6-speed constant mesh
Primary reduction ratio ………………………………….. 1.857 (78/42)
Final reduction ratio ………………………………………. 2.470 (42/17)
Drive chain ………………………………………………….. RK 525SMOZ8, 112 links
Transmission Features
The crankcase carries a six-speed close-ratio transmission with vertically staggered shafts, to reduce
overall engine length.
Chassis Specifications
Overall length ………………………………………………. 2115 mm (83.3 in)
Overall width ……………………………………………….. 785 mm (30.9 in)
Overall height ………………………………………………. 1060 mm (41.7 in)
Wheelbase ………………………………………………….. 1450 mm (57.1 in)
Ground clearance …………………………………………. 145 mm (5.7 in)
Seat height …………………………………………………. 815 mm (32.1 in)
Curb mass …………………………………………………… 210 kg (463 lbs.)
Front suspension ………………………………………….. Inverted telescopic, coil spring, oil damped
Rear suspension ………………………………………….. Link type, coil spring, oil damped
Rake / Trail ………………………………………………….. 25° 20’ / 104 mm (4.1 in)
Front brake ………………………………………………….. Twin 310mm discs with dual piston calipers
Rear brake…………………………………………………… Single 240mm disc with single piston caliper
Front tire size ………………………………………………. 120/70ZR17M/C (58W), tubeless
Rear tire size ……………………………………………….. 180/55ZR17M/C (73W), tubeless
Fuel tank capacity ………………………………………… 17.5L (4.6 gal.)
Oil capacity (Overhaul) ………………………………….. 4.1 L (3.4 qt.)
Color (GSX-S750) ………………………………………… Metallic Matte Black No. 2 (YKV)
Color (GSX-S750Z) ………………………………………. Metallic Triton Blue/Pearl Glacier White (AJX)
Electrical Specifications
Battery ………………………………………………………… 12 V (10 Ah)
Headlight …………………………………………………….. 12 V 60/55 W (H4)
Brake/Tail light …………………………………………….. LED
Ignition system …………………………………………….. Electronic ignition (transistorized)
2015 Suzuki GSX-S750 Photo Gallery
