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It was believed that the 750 GSX-R 2000 would be the last representative of the former premier class. Happy mistake! Suzuki, the last manufacturer with MV-Agusta to release the 3/4 liter hypersport, offers us a new GSX-R. On the menu, strong resemblance to the 1000 and the new 600 (in the game of 4 errors: 2 stickers, silencer, optical unit, which is a mixture of the 1000 and the Hayabusa), fitness classes to lose 3 kg, and weight training session to gain 7 hp. The result is eloquent: 148 hp for 163 kg. Impressive ! A new inverted fork where radial calipers are added, a refined and even more aggressive silhouette, frame and swingarm painted in black … The GSX-R evolves according to the same criteria as all current sports cars but its weight ratio / power is exceptional for the displacement (it is 1 hp / 1.1 kg, while the R1 2002 posted 1 hp / 1.14 kg). The engine is an evolution of the previous block with in particular the adoption of titanium valves, a double butterfly injection, and a host of modifications intended to make the boiler even more efficient. The electronic box now contains a 32-bit chip instead of 16 and the number of injection maps has doubled (8 now). The new 750 promises to be formidable, but it has few rivals in its segment.
What interest then to be the only one to fight? To be conquered without peril, one triumphs without glory. But Suzuki’s approach is a gesture of common sense. Among manufacturers, the choice is today between 600 of 120 nags and 1000 hyper-powerful exceeding the 170 nags. Honestly, who can boast of mastering such cavalry? Isn’t that a bit too much for those coming out of supersport and looking for more fun? Because mastering a ZX-10R or another hypersport requires a very serious technical background. So, a 750 which fits neatly between the two flagship segments, we can only applaud.
Pistarde but not exclusive. By making the first turns of the wheel on the Gixer, we find the position faithful to the lineage; sport without being extreme. The fairing offers some protection, quite good for a sports car. The main change comes from the smoothness of the bike. We hold it better. And as we discover it, we realize that man and machine are one. About as easy to use as a 600, it gives you oh-so-efficient engine power. From 5,000 revs, the boiler gives life. At mid-speed, it pushes more frankly then sends seriously from 10 to 14,000 revs. Watts, there are. And that’s where all the subtlety of a 750 comes in – it doesn’t move like a supercharged 1000 but you can harness all the power to its fullest. No need to fight with her; it is the motorbike that takes you without getting lost. Fly, get it right, and don’t worry about possible engine fury. In the right straights, the counter stalls at 299 but the tachometer needle continues to run … no comments 😉
We knew the particularly agile GSX-R 750; the news drives the point home again. With a reduced wheelbase and a more closed column angle, the bike is even more dazzling in its angle changes. And without this affecting its prodigious stability. Even the (relative) defect of Suzuki braking has disappeared. It still brakes just as well while the new all radial assembly (mounting and master cylinder) brings a feeling never seen on this machine. The fork also works better, being firmer and more responsive to settings..
It’s not the most powerful, but it’s definitely one of the best bikes of the year. Not by its performances but quite simply by what it allows to rejoice and to be ecstatic because benefiting from a harmony rarely achieved.
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10,999 €
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Opinion
on 24 opinion
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Replaces
750 GSX-R 2003
Model marketed in
2004
2005
2005
Performances
-
Max speed:
approx. 280 km / h
The technical aspect
Suzuki 750 GSX-R 2004
- Frame
- Frame: perimeter double aluminum beam
- Tank: 17 liters
- Seat height: 825 mm
- Length: 2,075 mm
- Width: 715 mm
- Height: 1,145 mm
- Wheelbase: 1396 mm
- Dry weight: 163 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 120 mm
- 2 discs Ø 300 mm, 4 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock, deb: 130 mm
- 1 disc Ø 220 mm, 2 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection
- 2 ACT
- 4 valves per cylinder
-
749 cc
(72 x 46 mm) -
148
ch
at 12,800 rpm - 155 hp with forced air
-
8.80 mkg
at 10,800 rpm - Weight ratio /
power
: 1.10
kg / hp - Compression: 12.3: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2004 Honda VTR SP-2 RC 51
Aprilia RSV-R 1000 2004
Ducati 999 2004
Ducati 998 S FINAL EDITION 2004
FB Mondial 1000 Piega Evo 2004
Voxan VB1 1000 Evo 2004
MV-Agusta F4 750 S 2004
Benelli Tornado 900 Tre 2004
Gallery
Related articles
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So why are manufacturers dropping the premier class? It’s simple, and terrible for the 750. The 600 spit more and more horsepower (120 for the R6), and…
-
It was believed that the 750 GSX-R 2000 would be the last representative of the former premier class. Happy mistake! Suzuki, the last manufacturer with…
-
So why are manufacturers dropping the premier class? It’s simple, and terrible for the 750. The 600 spit more and more horsepower (120 for the R6), and…
-
So why are manufacturers dropping the premier class? It’s simple, and terrible for the 750. The 600 spit more and more horsepower (120 for the R6), and…
-
Efficiency before style. This could be how we could present this new GSX-R 1000. The queen of the track will not offer a stylistic revolution for 2009;…
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Gifted, intractable, almost magical, the GSX-R 1000 has since its birth become the benchmark on the circuit. For 2003, Mr Suzuki has put a little more…
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