Driving report Suzuki GSR 750 (2011)
The naked hope GSR 750
This is a tradition at Suzuki. The (sales) stars in the model range come across as folk rather than radical. The hope bearer GSR 750 breaks with the traditional values?
Basically the matter is obvious. So compelling that one can ask why Hamamatsu only came up with it now.
The Bandit sisters, where the chubby 650 weighs almost as much as the fat 1250, are a good example. They are not a good one. The new GSR 750 does not challenge that.
I.Fortunately, in her case, things are very different. Not downsizing, but upgrade is the order of the day, not least due to the changed competitive situation. Regardless of whether it is a Kawasaki Z 750, Yamaha FZ8, BMW F 800 R or Triumph Street Triple: Nobody in this class is content with 600 cubic centimeters (except Honda for the Hornet). She has gotten out of hand.
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Driving report: Suzuki GSR 750
The naked hope GSR 750
Rather seldom: the GSR has to be forced onto the rear wheel.
On the other hand, the sight of the GSR certainly makes many a pulse beat faster. The “bad boy image” was mentioned during the technical presentation. Suzuki is rightly proud of the European appeal and the successful mix of sparse streetfighter minimalism on the one hand and balanced proportions on the other. A rear frame, not too long and not too short, a pleasing lamp mask with the evil eye that is indispensable these days, a tank that is steep and craggy in front of the driver – with this appearance the GSR is absolutely capable of majority. It should attract many across the board, from the Bandit to the GSX-R clientele, although the committed sports driver in particular has to overlook some of the details that are customary in this class. The simple box swing arm made of steel does not meet the demands of a technology gourmet, the simple double-piston floating calipers on the front wheel (on the subject of ABS, see interview on the right) are class standard, but have worked better elsewhere, especially when cold. Despite its aluminum appearance, the bridge frame and the wide, chrome-plated steering tube are only made of steel. In short: The omnipresent cost pressure cannot be overlooked, especially in the high-volume middle class, even with Suzuki.
On the other hand, however, the vast experience of the Japanese in functional terms is omnipresent. The GSR convinces with a balance that convinces even spoiled country road cracks straight away. The ergonomic conditions are a good example. The handlebars are not excessively wide, the footrests are not excessively high – the bottom line is that the seat position is active, front-wheel-oriented, not uncomfortable and even suitable for long journeys. In addition, the 41 mm upside-down fork from Kayaba and the shock absorber provide clear information about the state of the road without being unyieldingly hard or rocking underdamped. The shock absorber distributed across the joints, although every now and then a hearty blow in the back, should in return, however, also put away the two-person operation without complaint. The GSR rolls neutrally into every corner on the adhesive Bridgestone BT 016 sports tire, perfectly maintains the given radius and does not allow itself to be diverted from the given line, even with a determined effort. It is not a paragon of handiness, but neither is it super nervous. And therefore the bottom line is a very typical representative of the Japanese street fighter culture, which usually combines an aggressive appearance with relaxed driving characteristics. The pricing for Suzuki’s new middle-class sweeper also falls within the target range that is customary in the class. 8290 euros (without ABS) are due for the new GSR 750.
That is deceptive: the bridge frame is made of steel, not aluminum.
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 32 mm, controlled catalytic converter with secondary air system, 400 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 42: 17th bore x stroke 72.0 x 46.0 mm, displacement 749 cm, ³
rated capacity 78.0 kW (106 hp) at 10,000 rpm
Max. Torque 80 Nm at 9000 rpm
Bridge frame made of steel, up-side-down fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base, front disc brake, Ø 310 mm, double-piston floating calipers, rear disc brake, Ø 240 mm, single-piston Floating saddle, ABS, cast aluminum wheels 3.50 x 17; 5.50 x 17, tires 120/70 ZR 17; 180/55 ZR 17
Dimensions + weights
Wheelbase 1450 mm, steering head angle 64.8 degrees, caster 102 mm, spring travel f / r 120/135 mm, seat height 815 mm, weight with a full tank of 210 kg, tank capacity 17.5 liters.
guarantee two years
Colours Black, red, white
price 8290 euros
Paul M. Rowney – Suzuki Sales Director.
Suzuki sales manager Paul M. Rowney on the late delivery of the ABS version of the new GSR 750.
ABS is not yet available for the presentation of the new GSR 750 and for the first tests. Why not?
Suzuki developed this motorcycle with a focus on Europe and listened to the voices from the markets. Most customers in Europe do not yet attribute the same value to ABS as in Germany; in some markets it is still predominantly rejected. However, only limited resources are available during the development process. Therefore, the motorcycle without ABS was developed first. For all future models that will be equipped with ABS, however, the ABS version will be the “base model”.
When will ABS motorcycles be available in Germany??
In the second half of the year. Unfortunately, due to the recent events in Japan, we expect a slight delay, so that it is unlikely to be expected before mid-August.
How high will the ABS surcharge be??
Between 300 and 500 euros.
How high do you estimate the proportion of ABS versions of the GSR this year, how will it develop in principle?
This year, due to the late availability of the ABS models, with around 40 percent. We normally expect the models with ABS to represent over 90 percent of the units sold in Germany. In Europe, the proportion of ABS models will increase to around 60 percent in the next two years.
ABS put to the test
Motorcycle anti-lock braking systems in a comparison test
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