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Review Suzuki GSX 750

Humming around the corner

A lot of motorcycle for the hard-earned money: 11590 marks for a 750 four-cylinder is a word. Especially when, in addition to price and performance, driving pleasure is not neglected.

There it is again, that very special glow in Mini Koch’s eyes. Triggered by one of the new super athletes that the colleague is only too happy to shoo around the racetrack? Nothing. A supposed bread-and-butter motorcycle is what turned its head around. And like the Mini, some colleagues in the editorial office fared: The Suzuki GSX 750 was an instant hit.
Because despite all the simplicity ?? or just because of that? there are a lot of fine details to discover on the new undisguised. And in general you have to praise Suzuki: Despite the low price of 11590 Marks, the suspicion never arises that the GSX 750 is a carelessly cobbled together low budget motorcycle. But on the contrary. The processing looks solid all around. Even with the add-on parts, such as the stainless steel exhaust system, Suzuki has not cut back on this compact all-rounder. The GSX is almost at the level of the Honda CB 750, the benchmark for the 750 naked bikes. The instruments, for example, are elegant, easy to read day and night and extremely informative: in addition to a fuel gauge that displays very precisely, a warning light alerts the driver in good time to the impending low tide in the 18 liter tank. A really big tank bag can be placed on it? Type elephant boy ?? attach. That pleases the touring rider. Just like the main stand, which makes service work a breeze? The tensioning of the O-ring chain works perfectly with the standard tool kit.
Even when it comes to supposed little things like the rear-view mirrors, Suzuki thought about them: unrestricted and ?? thanks to sufficient rubber storage ?? Blur-free view to the rear. A simple and useful contribution to safety, just like the powerfully shining round headlight. Its dipped beam illuminates the roadway perfectly and literally puts the lights of some super sports cars in the shade. There are supposed to be people who sometimes ride a motorcycle at night. You can easily get over the missing porter? the accessory manufacturers will help. In addition, a wire mesh would the beautiful rear? it is amazingly similar to the Kawasaki Zephyr ?? just deface. In a pinch there are two more discreetly attached brackets for lashing straps.
Well thought-out little things are what make the GSX 750 appealing. Rainwear, for example, can be stored in the removable storage compartment under the seat without blocking the air filter underneath. Anyway, the bench. Unfortunately, this is a point of criticism for the 600 and 1200 Suzuki Bandit because of their soft padding. It is different with the GSX 750: Even after several hours of driving, interrupted only by refueling, the very best shows no signs of fatigue. The tightly padded and grippy bench is wide at the back and nice and narrow at the front: great for a good knee grip on the beefy tank. Together with the footrests that are not too high and the pleasantly cranked handlebars, this results in an extremely comfortable sitting position.
And so riding the GSX 750 is really fun. Only the slightly soft front fork spoils the enjoyment a little. When braking hard, she sometimes blocks. A problem that should be fixed with progressively wound fork springs? My colleague Koch is already looking for suitable copies. There is nothing to fuss about with the two five-way preload Showa struts in the rear. They do their job flawlessly. Alone or with a passenger, the Suzuki is absolutely foolproof. Ruts and joints do not disturb you, even at top speed, because the GSX is clearly ahead of the 600 Bandit (see also box on page 19). And the new one hums so wonderfully neutrally around the corner that even less experienced pilots immediately drive a clean line ?? even on bumpy road surfaces. No annoying readjustments in an inclined position, sufficient ground clearance and playful handling. In addition, the Suzuki hardly stands up if you have to brake in a curve. The stable stop of the GSX work very well without bumping into your head with too brutal deceleration values. If you want a crisper pressure point on the front double disc system, you should invest in steel braided brake lines.
It will not stop there with some sporty contemporaries. Suzuki tuners will have an easy time with the nominally 86 hp GSX engine, as the air / oil-cooled engine is based on that of the super sports car GSX-R 750 (see also box on page 21), which caused quite a stir in 1985. Tuning parts for the four-valve engine are offered by the Suzuki spare parts store and by many used parts dealers. Today, among other things, a heavier crankshaft, modified camshafts and smaller carburettors transform the once poisonous and gruff 750cc four-cylinder into a good, almost vibration-free contemporary who accepts gas without complaint when it is warm.
And who still produces enough power, don’t worry. Because measured 86 PS help the GSX to achieve quite sporty driving performance. In terms of acceleration and top speed, the little sister Bandit 600 can still keep up, but in pulling it is clearly inferior to the 750. The performance development? It is nice and even, the best prerequisite for a leisurely stroll on country roads. What if the Golf Diesel annoys you in front of you? Then you rely on the thrust that kicks in from 5000 rpm: Simply shift down a gear in the well-graded and smooth-running gearbox, accelerate and overtake. Another plus of the precise control center: The idle search is easy to find.
So everything is OK with the new engine? Well, the choke was a bit difficult to adjust on the test motorcycle, and the cold running properties were not so great in the wintry, humid temperatures. The country road consumption of a good six liters is still okay, but on the highway at a constant 160 km / h the GSX 750 develops a healthy thirst: over nine liters per 100 kilometers is a bit much.
Und spoil the average mileage all too drastically when going on a longer tour. What with a successful naked bike like the GSX 750 will probably not become the exception, but rather the rule. Suzuki has shown a lucky hand with the inexpensive reaching for the parts shelf, that’s for sure.

The bandits – competition in-house – space is in the smallest niche – also for the GSX?

There is room in the smallest niche – also for the GSX?

Honoring the success of the GSF models would mean bringing their approval figures to Flensburg. It’s no wonder either: Both motorcycles offer a remarkable amount of value for the money. The GSX 750 is priced close to the 600er Bandit with a gap of around 1000 marks, but on paper only delivers an increase of eight hp. So it is not surprising that the two motorcycles are not significantly different in acceleration and top speed. Only the pulling quality makes the difference, because the three-quarter liter machine clearly distances the 600s? True to the thesis that there is no substitute for displacement – unless with even more displacement, as the GSF 1200 shows. She mercilessly exploits the advantages of her ample lung volume and shows the family ties in all driving performance disciplines that she is in a different league. But also in terms of pricing: It is around 3,000 marks more expensive than the GSX 750. JuS

Tea BAGS engine is a piece of Suzuki history – the GSX four-cylinder ?? an old friend

The SACS engine is a piece of Suzuki history

The struggle for minimum weight with maximum performance is not a modern phenomenon. As early as 1984, Suzuki presented the GSX-R 750, a supersport machine that delivered 100 hp and 201 kilograms (with a full tank). As it turned out, Suzuki was the basis for the phenomenal lightness of the GSX with the filigree aluminum frame -R overshot. The engine, on the other hand, was a hit: compact, powerful and beautiful to look at, with its ribbed dress reminiscent of an aircraft engine. Shouldn’t the other performance-seeking manufacturers put their engines in unadorned water jackets and spoil them with rubber hoses? Suzuki built on SACS (Suzuki Advanced Cooling System). This construction principle initially relies on conventional, direct airflow cooling. In addition, however, it draws a particularly large supply of lubricant, circulated by a separate pump, to dissipate heat from the cylinder head region, which is subject to high thermal loads, and to expose it to the wind via a large oil cooler ( again). The SACS principle has? as well as the main dimensions of the engine ?? rescued from the first GSX-R 750 to the GSX 750. The performance data of the four-cylinder engine have changed as a result of the revised gas exchange system: instead of the previous 100 hp at 11,000 rpm, today "only" 86 are offered at 9500 rpm. In return is the unchanged maximum torque output ?? entirely in line with the new purpose ?? already at 8500 rpm instead of 10000 rpm. Juice

My conclusion – Suzuki GSX 750

The Honda CB 750 and Kawasaki Zephyr 750 have to be big ears. With the GSX 750, a really successful, rock-solid motorcycle comes onto the market that leaves little to be desired, apart from the soft fork and the somewhat too high fuel consumption. It’s a shame that newcomers have to do without the GSX 750 with its neutral driving behavior, playful handling and this beautiful four-cylinder engine: Suzuki only offers the 86 PS version.

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