Suzuki GSR 750 motorcycle test

Menus

• The way of the Samurai
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

The way of the Samurai

Following an almost Darwinian principle, motorcycle models are constantly evolving and by period. Thus, the era of the 600cc roadster currently seems to be waning, seeing the advent of a superior genre: the displacement of 750 cc.

Initiated by the Kawazaki Z 750, which has been successful since 2004, this engine change is finally accelerating in the land of the rising sun in 2010 and 2011 with the respective arrival of the Yamaha FZ8s and then of the brand new Suzuki GSR 750. The Japanese firms thus completing adopt the new current standard of midsize thus joining the European manufacturers BMW (F 800 R, 800 S), Ducati (Monster 796), Aprilia (Shiver 750) and Triumph (Street Triple 675).

More and more logically acclaimed by bikers, the switch to a higher average displacement brings undeniable user-friendliness: more torquey engine, wider range of use. The mechanical and cycle part evolution allows at the same time to offer machines just as (or more) lively and compact than the old standard 600. But the Bandit 650 and GSR 600 models could hardly compete so much in terms of image of performance with their bodybuilder competitors.

With this GSR 750, the Hamamatsu firm in turn aims to place a machine with increased displacement in the best places in roadster sales, also betting on more assertive plastic but with classic technological choices..

Discovery

The newcomer unveils a less outrageous design, more elegant than that of the queen of the segment, the Z 750, and thus stands out with an easily perceptible visual lightness..
If the GSR seems to borrow its lines from competing models, the reality is more nuanced.

We find, of course, the aesthetic codes of the genre: angular lines, aggressive face, complex optics, sharp scoops, the niponne midsize warrior wants to be impressive. In fact, the front face, the optical unit with the lightly tinted blue sidelights, the titanium-colored tank extensions and scoops, like the lower trim of the headlight, seem to evoke the armor of a samurai and his mask. An entire program….

However, the all new matte black D-profile perimeter frame is made of steel, as is the swingarm, and rear loop tubes. The manufacturer favors simple, efficient (and economical) solutions to the detriment of a certain seduction that the use of aluminum could have brought about. Steel, which is more flexible to use, therefore stretches the lines of the frame in taut curves, which narrow at the junction of the main plates under the saddle. The GSR 750 will therefore count on its dynamic silhouette and its hourglass figure to spur the eyes on. But also its engine…

Supported by 6 anchor points, the engine block is derived from that of the sporty GSXR 750 vintage 2005. It seemed the most suitable to receive the many modifications necessary for the design of the new Suzuki roadster. Thus, the camshaft profiles, valve diameters, diameters and inclination of the intake ducts have been modified so that the boiler delivers its torque earlier, at low and mid-range speeds. The maximum power being reduced to 106 hp … without restrictors, a guarantee of better pleasure. Nevertheless, the design of the housings, dedicated to a streamlined sports car, would have deserved an aesthetic touch-up. Far from the neat design of the Kawasaki Z 750 block, those of the Suzuki are frankly sad.

The Hamamatsu firm ditched the under-saddle pots for a four-in-one, oval-shaped exhaust clad in a satin-finish aluminum plate. A small space under the passenger seat is thus preserved, allowing to place a pair of gloves, a small U-shaped lock or a pair of glasses … The seat of the accompanying person also offers, on its reverse, a clever system of flexible hooks to support the few small loads that you would like to take. Less anecdotal, two hooks molded on the passenger footrest plates (in aluminum) will be useful for the use of turnbuckles.

The front suspension is entrusted to a pretty inverted fork of 41 mm in diameter, adjustable in stress. The rear damping is entrusted to a mono-shock absorber which is also adjustable in preload. The front axle receives 310 mm discs pinched by Tokico calipers with only two pistons (the 600 had 4 pistons). A Nissin single-piston caliper brakes the 240mm rear element. Lastly, the rear lights are LED and fit into a very sporty hull..

On closer inspection, however, a few caches are missing. Some electrical wire lugs are too visible and the surfacing of some metal parts could be cleaner….

In the saddle

Culminating at 815 mm (15 more than the 600), the GSR 750 allows easier access on board due to the narrowness of the rather comfortable rider seat. The 17.5-liter tank seems that much larger. Curves and angles mixed, this metal container has its sides adorned with a plastic coating, textured at the knees to limit slipping. Rather well seen and elegant.

Well seated, enjoying a fairly upright position and rubberized footrests, the pilot is well placed, provided he does not exceed the meter eighty. Beyond that, and after all the same more than 2 hours of driving, the stretching sessions on board will follow one another. But it is only to offer good ground clearance that the 750 roadster tests its owner’s flexibility..

The passenger folding seat is surprisingly hard and its only support is the regulatory strap. Its high-placed all-metal footrests will make journeys of average and longer duration uncomfortable..

The straight handlebars, with a little flashy chrome, overhang an upper triple tree in cast aluminum with a perfectible finish and a complete speedometer block but with a basic design. Large readable tachometer and LCD window grouping information on tachometer, gear engaged, engine temperature, fuel gauge, clock, odometer and two partials each offering average consumption. A quantitative faultless.

The barrel is key-coded, the cable clutch and there is a hazard warning light control. The styled mirrors are a bit reluctant to adjust but free from vibration and return a good field of vision. All commodos are suzuki standard.

In the city

The injection makes its usual squeaks heard soon covered by the low melody of the sports block. The song of the 4 cylinder is already rolling the Rs of its tracker genes.

The promised engine pleasure at low revs is there. Supple, the GSR 750 allows urban development in the last gear, at 1,500 rpm and 40 km / h … In practice, it is possible to stay in 4 ° while enjoying good engine liveliness. This one is supported by a soft and precise box which is completely forgotten. Small turning radius allows for easy sneaking around.

Well balanced, the geometry is therefore very pleasant in the city, helped by a contained weight of 211 Kg (216 kg in ABS version, planned for the month of June) is only 2 kg more than its 600 cc sister, as much than the Yamaha FZ8 and 15 kg less than the Z 750 Kawa. The liveliness of the whole only asks to take off.

Motorway and expressways

The GSXR lineage allows this 750 roadster sustained acceleration. Already lively from 4000 rpm, the GSR loses its shyness past 6000 rpm to show real sportiness, showing all the interest of an engine designed without restraint. Without any inertia, the engine propels the tachometer needle towards the red zone at 11,250 rpm, with a roaring roar. The 2 ° goes up to 160 km / h, the 3 ° to 190 km / h, the 4 ° to 210 km / h for a maximum speed of 250 km / h.

At the legal rate on expressways, the GSR purrs at 6,000 laps … and already brings its share of vibrations in the toe clips and inside the thighs. Nothing excessive, but in the long run this feeling could prove to be painful. The novelty does neither better nor worse than its competitors on this point. The necessarily reduced protection still makes it possible to consider long journeys on motorways, even if the secondary network will be much more suited to one’s temperament.

Departmental

The already remarkable balance in town gives way here to appreciable liveliness of the front axle. The economical solutions offered by Suzuki are working in full force. The suspension tuning is effective on all types of roads, never letting the GSR fall apart. Thus, the angle stability is excellent, even in large curves taken at high speed. At 90 km / h the speed stabilizes at 400 revolutions in the last gear. Beyond 8000 rpm, the thrust is ample and the GSR 750 quickly panics its breaker. The maximum torque of 80 Nm is delivered at 9000 revolutions / minute by the very efficient fitting of Bridgestone BT016 tires, taped to the road, regardless of the quality of the surface..

Easy, incisive, the samurai of Hamamatsu cuts the road, leaving his pilot only to concentrate on his piloting. It is easy to turn around the tank, resting on the footrests. The bike fits on the angle intuitively, even enters the brakes without sniffing or locking its front axle, allows its trajectory to be corrected and allows a lot of daring. Strong acceleration can gently relieve the wheel between two curves but the roadster remains very easy to master. Polite or angry but always surprisingly efficient, the GSR 750 is a good surprise and jumping from curve to curve is done naturally.

Part-cycle

The 750 roadster, although slightly longer in chase and wheelbase than the 600, benefits from an excellent front end. Progressive and soft, the inverted fork sharpens the behavior of this fine urban-road blade. The agility of the front axle is fully in tune with the rear shock absorber, which is however basic in setting, to ensure the overall handling is sharp and sure. Small and large compressions are almost filtered well, depending on the setting; the "sport" setting making the compressions feel good.

Suzuki did not hesitate to supply the model with "sport" tires, in the original BT-016, and even in BT-003 during the second test carried out of the model over several weeks. Obviously, in these conditions, the GSR literally sticks to the bitumen to the detriment of the longevity of the tires (BT 21 on an FZ8).

Braking

Less obvious, although effective, the braking needs to be insistent as the feeling seems spongy. However, progressive and enduring, it allows the less experienced and others on slippery roads, not to fear blocking. We would still have appreciated a less mollassonous attack.

Comfort / Duo

If the rider finds his comfortable position, the passenger will not share this opinion, faced with a hard saddle and high-perched footrests. Combined with the lack of effective support, you will prefer to travel alone, as a solitary warrior rather than impose an oriental torment on a possible companion.

Consumption

Carrying 17.5 liters of fuel, the GSR 750 also benefits from significant work on the consumption of the GSXR derivative unit, reducing its appetite by 10%. The test gives an average consumption of 6.5 l, which can drop to 5.9 l / 100 km with a smoother ride. Everything can come to flirt with the 300 km of autonomy.

Conclusion

The GSR 750 is likely to be a spoiler in the mid-capacity roadster sector. Unfortunately, its finish can be improved. But Suzuki prefers a simple recipe to the swagger of equipment. Engine approval and liveliness of the cycle part of this GSR are above the Japanese competition. Ease and performance should appeal to bikers who are annoyed by the personality of the Z 750 and whom the design of the FZ8 leaves unmoved..

Neat overall aesthetics, pleasing efficiency, this new 750 cm3 is offered at € 7,799 and € 500 more in the ABS version available in June. Arrived a little late in the segment, one would have imagined a tight Suzuki rate capable of decimating the price competition. This price suddenly seems high compared to the perceived quality but is admissible with regard to dynamic services. The Yamaha FZ8 is priced at € 7,999, the Triumph Street triple at € 7,990. BMW asks € 7999 for its F 800 R – ABS (promotion) and Kawasaki € 7699 for its Z 750.

At the time of choice, it will be necessary to decide either for a little more image, or for a little more efficiency.

Strong points

• agility, liveliness of the cycle part
• motor character and flexibility
• comfort
• pneumatic mounting

Weak points

• braking
• finishes

Competitors: BMW F 800 R, Aprilia Shiver 750, Kawasaki Z 750, Triumph Street Triple, Yamaha FZ8

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