All Tests – Big Supersport, small Superbike, or more? – Used SUZUKI

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Big Supersport, small Superbike, or more if you like ?

All Tests - Big Supersport, small Superbike, or more? - Used SUZUKI

The only manufacturer to offer a 750 cc sports car, Suzuki has taken to renewing its GSX-R 750 at the same time as its 600. Aesthetically, the younger looks a lot like the Supersport, but does its displacement allow it to play Superbikes ?

Launched in 1985, the GSX-R 750 represented at the time the sport bike par excellence: "Race Replica" to the end of the rims, the "Gex" quickly became a myth … and a commercial success on which Suzuki has been able to capitalize !

Since 2003 however, the displacement of the 4-cylinder Superbike has increased to 1000 cc, canceling any direct affiliation between the Gex "seven and a half" and the racing world….

Never mind : "Suzuki believes there is no better sports car on the road than the GSX-R750", proclaims the Japanese who skilfully changes his tune, leaving his 600 and 1000 to be" the best trackers "in their respective categories !

"The best sports car on the road"

It is no coincidence that Suzuki France invited us to test the French GSX-R 750s – yes agent, 106 horses! – on the superb roads of Corsica rather than at Paul Ricard! The opportunity to check if the youngest of Gex is really the ultimate weapon on the road…

Unveiled at the Mondial du Deux-Roues in Paris (read), the 750 underwent several changes in 2008 that cannot really be described as "revolutions".

Many of the changes made to the 750 – and repeated on the 600 – had already been made on the 1000 last year (read)…

We thus note the adoption of the system of choice between three engine maps (SDMS for Suzuki Drive Mode Selector), electronic steering damper, footrest adjustments to three positions and four-point adjustments – slow and fast compression, therefore – of its suspensions.

Better, we are delighted with the return to the "titanium" finish of the pot of the 1000 K5 (2005 model!), Which was sorely lacking on the K7 … Will we see the GSX-R 1000 K9 decked out with two pretty titanium pots next year? Suspense…

Compared to the 2007 model, the GSX-R 750 innovates on other points. On the mechanical side, its injectors now have 8 holes – against 4 – and its torque limiter clutch is improved compared to the first version.

Cycle part point of view, the Tokico radial calipers of the "seven and a half" are the same as those of the Hayabusa 1300. Its discs lose half a millimeter in thickness (5 mm, therefore) and are fixed on the rim in 12 points against 8 previously.

Smooth evolution

The most observant will finally note that if the rims of the 750 K8 keep the same number of sticks (three), they are now inclined! What gives an impression of speed even at a standstill, could conclude the marketing pros !

On the other hand, there is no need to be a fine sleuth to realize that the 750 – like the 600 – has a different fairing from that of the old models and above all, that the front optics have changed profoundly. This is an excellent point for the Suz ‘, which changes its look without offending the sensitivity of its fans !

The headlights now take on the appearance of a hawk – Hayabusa in Japanese! – starting his dive. In addition to being aesthetically successful – yes, this is a subjective point of view perfectly assumed by the editorial staff! -, the optics provide the new Gex with first-rate lighting. And that is an objective observation made during a night return to the hotel, after an afternoon prowling on the Corsican coast…

Alarmed by the bleak weather forecast, Suzuki France decided to roll the journalists almost out of the plane. A very judicious choice which allowed us to take advantage of a superb light, highlighting the shimmering "MotoNet.Com" color (black, orange and gray) of the Gex made available !

With a size very close to that of a 600, the 750 is intended to be a little more welcoming: its saddle is located at a low height (810 mm) while those of the 600 peak "between 820 and 850 mm", rightly insists the manufacturer. Quite soft, the saddle allows you to take long walks without getting tired.

Accessible sport

On the other hand, the pilot’s wrists are not as well cared for as his buttocks: the handlebars placed relatively low are there to remind us that we are on a "real" sports car, and not on a fast road. In town, it would be better to show some good will … or move quickly to the secondary network !

As for the legs, the “race” -type adjustment of the footrests (raised and retracted) of the Suzuki France GSX-Rs somewhat limited the tester’s comfort, especially when the latter has large rods … Nevertheless, the 750 is certainly one of the most comfortable Supersport / Superbike of the moment.

Another more common setting, the front brake lever has no less than six positions, which allows it to be placed exactly where you want. We therefore regret not being able to do the same with the clutch lever !

In addition to being beautiful, the pot of the 750 gives off a sporty sound and – paradoxically! – measured. Our crossings of calm Corsican villages – who said pleonasm? – between Ajaccio and Piana were thus able to be done in all discretion…

Especially since the 4-cylinder allows "coasting" along the ledges on the last report at a very moderate pace. From idle, the GSX-R tows without flinching – we thank in passing the balancing pendulum, which does not exist on the 600 – and offers good times from 3000 rpm.

Comparative table of GSX-R 600 and 750

GSX-R K8 750 600
Displacement 749.2 cc 599.0 cc
Bore 70.0 cc 67.0 mm
Race 48.7 mm 42.5 mm
Tx compression 12.5: 1 12.8: 1
Balancing arm Yes No
Adm valve. 29.0 mm 27.2 mm
Exhaust valve. 23.0 mm 22.0 mm
Angle soup adm 10.5 ° 10 °
Soup angle 12 ° 12 °
Fast / slow front compressions. Yes No
Compressions fast / slow ar. Yes Yes

The increases in speed and power continue without any dip well beyond 10,000 rpm, even if on viroleuse departmental roads, this speed does not need to be reached – it is even prohibited by law as soon as ‘we spend the second !

Rounder than a 600cc, less frustrating than a 1000

No regrets to have, since it is around 6000 rpm that a most exhilarating phenomenon occurs: the air box, located just under the pilot’s helmet, delivers a whistle of … turbine, will say t – for lack of anything better, which considerably increases the feeling of power of the machine.

Power naturally limited to 106 hp in France, which the GSX-R reaches from 12,500 rpm, or 2,500 rpm before the red zone indicated on the analog meter. In normal – original – configuration, the Gex displays a maximum power of 150 hp at 13,200 rpm.

As for the maximum torque, it also suffers when crossing the French border: from 84.7 Nm at 11,200 rpm in the free world, the GSX-R 750 displays in France 70.1 Nm 1,200 rpm lower.

However, the absence of the last horses (44, anyway!) Is less felt on the 750 than on any 1000. Pushing less hard at low and mid-range – despite "the volume of the pot revised upwards"precisely aiming to improve this point – it gives the impression of having" more character ". Conversely, compared to the 600, the 750 allows less" knitting "of the box at the slightest overtaking or increase in pace of the comrade of trip.

Thus the "seven and a half" offers more distinct ranges of use compared to a Supersport "hit me in" or a Superbike "nothing is useful to climb": on a 600, the first half of the tachometer is almost useless, and vice versa on a 1000 !

On this 750, we can therefore walk calmly in the first quarter of the tachometer, have fun in the second and have fun in the third. Finally in France, only the fourth is useless.

A single mapping…

With regard to the SDMS, which allows at any time to switch from calm engine mapping "C" to wise "B" or normal "A" – used by default at startup – the results are unfortunately the same as for the 1000: in France, it looks like a simple gadget.

Finally, it is on the GSX-R 600 that this system will be the most profitable: the pilot who has just sold his Bandit to acquire his first Gex will use it, initially, to get his hands on. In the free version, however, it is on the 1000 cc that the SDMS is undoubtedly the most useful…

Cycle part level, the GSX-R 750 easily rises to the expectations of the pilot: the ease with which we throw the 750 (and its 167 kg dry) in the bends may even surprise more than one. !

The profile of the BT016 is undoubtedly no stranger: the bike engages slightly when entering curves, but shows excellent handling. This gives the "seven and a half" a lively and healthy demeanor that allows it to be placed quickly where desired. Frequent on the tricky roads of the Isle of Beauty, last second deviations are just as simple and safe..

The agility is accentuated by the reasonable size of the rear tire (180mm) and is not hampered by the electronic steering damper, which only locks in the event of a big impact.

An incisive and safe frame

Regardless of the quality of the roads taken, from perfectly smooth to quite bumpy: the front and rear suspensions of the GSX-R 750 play wonderfully with braking, acceleration, holes, bumps and joints, with their respective 120 and 130 mm of travel. and the distinction they make between fast and slow compressions.

Knowing the propensity of journalists to (badly) lead sportswomen, the technical staff of Suzuki France had just taken care "to lower the tire pressure a little and brake the fork slightly by adding a rebound turn". All other settings were original and only the" pros "will venture into the search for a better compromise depending on the track visited….

Powerful and adjustable at will, the brakes of the GSX-R 750 do not offer the same bite as its competition and may leave some bikers hungry. Others will consider that this timid attack could prove beneficial on the road, where the bends can close dangerously, where cars or two-wheelers can shift without warning and where cows can cross without bothering to watch. left, then right…

Close to flawless on the road, the 750 still offers some criticism … First of all, we note that at around 6000 rpm (i.e. 130 km / h in 6th gear), the -feet can tickle the pilot’s boots. An inconvenience already observed on the 1000 K7, but which will mainly bother bikers – Site journalists in the lead – in need of negative reviews !

What a bubble ?

Another detail of the same ilk: if they are not slightly apart in the bends where one sways, the knees of pilots with large rods – again them! – knock against the upper edge of the fairing. An afternoon of arousal allows you to realize it, but who will complain? ?

More troublesome on the other hand for a motorcycle which claims the title of "best sports car on the road": the almost total absence of protection! Of course, "in the kingdom of the blind, the one-eyed are kings" … But it is clear that Suzuki has not made any particular efforts concerning the bubble of the 750, which hardly protects the navel. !

To cover long distances without having the helmet stuck to the nose or the shoulders pulled back – which however relieves the wrists! -, it will be necessary to fit the tank or fit a high screen, as desired !

Those who would like to ride this formidable motorcycle as a duo will also have to make concessions: the rider’s saddle being very long, the passenger finds himself very far from his friend, unless he is "just wrapped up" like Obelix … But in some cases, it could be considered to share the front seat, if the passenger footrests allowed it. !

Finally, the price of the GSX-R 750 increases by € 300 compared to last year and therefore reaches € 12,299. A significant increase which makes him lose interest in the face of his elder sister posted at € 13,699.

While the GSX-R 600 can boast of having won the first race of the French Supersport Championship (thanks to the exceptional participation of Matthieu Lagrive, read), the GSX-R 1000 takes on the image of a cutting-edge machine: title in Mondial SBK 2005, a very publicized year with Biaggi in 2007, a good start to the season with Nieto and Neukirchner this year, and the 2007 French title of Guillaume Dietrich (read … Site, quite simply!)

So what’s left of the GSX-R 750? The road ? At Site, we readily concede that. But only the number of registrations will decide by itself !

In 2007, Suzuki France would have missed out on many sales due to lack of stocks: "the Japanese swear by the 600 "Supersport" and did not trust the flair of their European subsidiaries enough", regrets François Etterle, commercial director of Suzuki France.

"For 2008, we expect 1,700 units", predicts the French manager. That is to say, to within 45 units, the score achieved in 2007 by the best-selling sports car in France: a certain GSX-R 1000 … To be continued in future reviews Site !

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