Suzuki GSX-R 750 in the test

Posted on by admin

Menus

Suzuki GSX-R 750 in the test

Test: Suzuki GSX-R 750 2011

Suzuki’s three-quarter liter super sports car

Content of

For what feels like an eternity, the Suzuki GSX-R 750 has been the only super sports car in the three-quarter liter class. On and off the racetrack, the freshly chosen lone fighter has to show what he can do.


jkunstle.de; Jacob

Suzuki GSX-R 750.

Damn it, when will the 2.09 mark finally fall? For a few laps, the recording has been showing constant times of 2.10.20 minutes, the display just doesn’t want to change. So anchor a little later and accelerate even earlier and harder. The clock stops at 2:10:16 minutes – it seems like nothing is going on with a 2:09 minute lap. Regardless, the times for the Spanish circuit can be different "Motorland Aragón", Located about three hours by car southwest of Barcelona. After all, the current Suzuki GSX-R 750 speeds around this breathtaking slope a full 2.3 seconds faster than its predecessor a year ago under comparable conditions.

Part of the time lost is due to the author’s somewhat better knowledge of the route, but mainly to the 750cc, which has been heavily modified in particular on the chassis. The Japanese gave the racer a completely new frame, a new swing arm, different brakes and new suspension elements. Last year the testers complained about a too soft set-up of fork and shock absorber and the resulting unrest in the framework, the more tightly tuned 2011 Suzi now arrows very stable around the circuit. The fork in particular offers enormous damping reserves and is surprisingly sensitive. The fabulous response behavior is a little surprising, because in principle the same big piston fork is also working in the smaller sister GSX-R 600, where it was recently much less sensitive.

The shock absorber, on the other hand, is not surprising. The monoshock corresponds to the Japanese standard and although it is passable, it is not as outstanding as the fork. For fast lap times it needs a wide damping. With the adjusting screws almost completely closed, the 750 offers a lot of feedback and plenty of mechanical grip.

A little trick makes Suzi, which is tail-heavy and therefore somewhat unwilling to turn, more manageable and more precise: Loosen the clamps of the upper and lower triple clamps and insert the stanchions five millimeters. Now the Gixxe rushes into and through the arches as if transformed and also drives a laser-precise line at the exit of the curve. This even applies to the somewhat bulky Bridgestone BT 016 series tires in special specification "G", which also stands up noticeably when braking in an inclined position. Small downer: When anchoring hard, the rear wheel loses contact with the ground quite early due to this change. The wheelbase, which was shortened by 15 millimeters for 2011, further reinforces this characteristic.

Even more nimble and more precise than on the production tires, the Suzuki arrows in the corners on the Continental Race Attack racing rubber that we put on for the piste as a trial. The Conti in medium mix builds up a lot of grip and enables any lines. Like most super sporty soles, the Race Attack also has a rather short lifespan. After three brisk turns of 20 minutes each, the rear silt shows clear signs of wear.

For 2011 Suzuki changed the brake manufacturer. Tokico is history, now Brembo is delivering the fishing rod. Why the developers took this step remains their secret, after all the Japanese stoppers gave no cause for criticism. Anyway, the Italian system also delays brutally and can be perfectly dosed with the finest transparency. In contrast to the presentation, where the testers complained about decreasing bite, the monoblocks remained absolutely stable despite the heavy use on the Aragón slope.


Suzuki GSX-R 750 on the racetrack.

Hamamatsu modified the engine and its peripherals a little less elaborately than the chassis: lighter pistons and valves, more air throughput and a smaller and lighter exhaust – that’s basically it. As a result, Suzuki promises more power in the middle of the rev range, which both the subjective impression and the performance diagram confirm. In the area between 5000 rpm and 8000 rpm, which is important on country roads, the new 750 has made significant gains, and it also sends three more horsepower to the transmission. However, last year’s 750 is a bit more powerful below 5000 rpm. Overall, the Suzi delivers her punch evenly and predictably, neither performance drops nor sudden power attacks tarnish the picture. The transition from pushing to load operation is also completely smooth, the Suzuki does not know any major load changes. In addition, it shines with its good, because inconspicuously working, slipper clutch and the smooth gearbox.

Qualities that also inspire in public areas. Just like the three-way adjustable footrests, which allow the right position for every taste. The upper rear position gives sports riders the best feeling for the bike. The bench and handlebars offer the usual. Both are mounted quite low, so the driver sits more in than on the machine – not uncomfortable, but takes some getting used to. The windbreak is a bit tight. The air flows evenly around the pilot, but those who travel at over 160 km / h for a long time want a little less draft on their helmet and upper body. As for the race, the chassis also offers a flawless setup for the country road. With a mixture of firmness and comfort, it can also be fine-tuned on the home route.

Since 2005, significantly more 750 GSX-R than 600 GSX-R have changed hands every year. This shows how popular the three-quarter liter athlete is and rewards the constant development work. However, the price is increasing continuously. The three-quarter liter Gixxe 13 currently costs 140 euros, 750 euros more than last year. Mind you, without electronic driving aids such as ABS or traction control – these are not even available for an extra charge. It remains to be seen how long customers will accept the price spiral. But undoubtedly she will get a first-class distiller for her sour savings in 2011, which is still the perfect mid-way between a six hundred and a thousand.

PS judgment / set-up


The cockpit provides all the important information, the rev counter is right in the field of vision.

PS judgment

The GSX-R 750 is still a real fun device that does not tear its pilot to pieces when accelerating on and off the race. The revision of the chassis and engine was successful, the 2011 vintage is a real recommendation. However, Suzuki will have to offer driver assistance systems for the 750 series in the long run.

Set up

 Suzuki GSX-R 750
 
fork  Country road / racetrack
Spring base   10 K / 10 K
Pressure level  5 U / 4 U
Rebound  6 U / 4 U
level  Standpipe protrudes 5 mm over fork bridge / like country road
Strut  Country road / racetrack
Spring base  8 mm static negative spring travel / like country road
Pressure level high  4 U / 1 U
Low compression  0.25 U / 0.25 U
Rebound  2 U / 0.5 U
level  Standard / Standard
Steering damper  
 electronically controlled

NOTICE

positive
Machine with an inserted fork very handy and precise, great brakes, chassis suitable for racetracks and country roads, predictable engine power development, low load change reactions, top gear and anti-hopping clutch.

negative
Poor wind protection, machine a bit rear-heavy as standard, nevertheless the rear wheel loses contact with the ground early when heavily anchored, righting moment when braking, little pressure below 5000 rpm.

Technical specifications


Despite plenty of carbon imitation, the rear looks very classy. The sleek styling turns on.

drive 
Four-cylinder in-line engine, 4 valves / cylinder, 110 kW (150 PS) at 13,200 / min *, 86.3 Nm at 11,200 / min *, 750 cm³, bore / stroke: 70.0 / 48.7 mm, compression ratio : 12.5: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

landing gear 
Light metal bridge frame, steering head angle: 66.5 degrees, caster: 97 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression stage (low, high). Suspension travel front / rear: 120/130 mm

Wheels and brakes 
Light alloy cast wheels, 3.5 x 17 “/5.50 x 17”, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone BT 016 “G”, 310 mm double disc brakes with radially attached four pistons Fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

measurements and weight 
Length / width / height: 2040/820/1140 mm, seat / handlebar height: 805/845 mm, handlebar width: 635 mm, 194 kg fully fueled, v./h .: 52.6 / 47.4%

Rear wheel power in last gear
95.1 kW (129.3 hp) at 251 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 7.6 liters / 100 km, tank capacity 17 liters, range: 223 km

Base price 
13 140 euros (plus additional costs)


Leave a Reply

Your email address will not be published. Required fields are marked *