Suzuki GSX-R 750 motorcycle test


Out of category champion

A true modern icon of motorcycling sport, the 750 GSXR pursues its solo career, without however ever visiting the paddocks or almost! This is undoubtedly the great paradox of this sportswoman who, although not belonging to any category, constantly renews herself to stay at the top of a race…. in which she does not participate.

Suzuki GSXR 750


It takes a keen eye to detect the novelty in this 2011 vintage as its lines evoke its glorious ancestors..

Suzuki GSXR 750

The colors and the decoration are there for a lot of course, but also the sides of the fairing whose side profile traces an "X" like its predecessors. Certainly the front look has changed a lot and we also notice the new Brembo calipers as well as the more graceful rear silencer. The finish hardly suffers from criticism, but neither does it elicit ecstasy. Here, there are no pieces cut in the mass, nor any other fancy, except "Brembo pliers". Nothing but functional. Everything is well licked, but it lacks that little je ne sais quoi that arouses emotion. This is the price of the positioning that makes Suzuki the champion in value for money. The GSXR 750 shares everything with its little sister 600, sold for € 1,500.00 less. In fact "it pays" if we can say ….

Suzuki GSXR 750

What’s up Doc ?

Like the 600, the 750 undergoes a slimming cure (- 8 kg on the scale) and gets a little look with a 3.4 kg lighter package, which is no small feat..

The mechanical base remains that of its predecessor, with just a few modifications to make it even more torquey at mid speed. Maximum power is still 150 horsepower.

Old / new comparison Suzuki GSXR 750

Suzuki announces other developments, however: a reduced wheelbase of 15 mm (1390 mm) and a shorter motorcycle of 55 mm at the front and 35 mm at the rear. This should reduce the polar inertia of this 750 and improve its quick angle setting. Add in a Big Piston Fork (BPF) and Brembo brakes and we have all the makings of an explosive cocktail. Will it be superior to the Daytona, one of its rivals? Let’s see….

Suzuki GSXR 750

In the saddle

Here begins the first changes: the saddle remains low (810 mm) as on the previous one. Note, however, that our test bikes were lifted from the rear (via two 3mm washers under the shock absorber yoke!) To make them more incisive on the track (we just "forgot" to tell us). That aside, the saddle is now narrower in the front part, making it easier to put feet on the ground for little ones and movement on the bike when it comes to swaying. The footrests are adjustable, so everyone should feel comfortable.

The dashboard shared with the 2010 GSXR 1000 gains in clarity thanks to an Enlarged LCD screen. It keeps the gear indicator engaged, but also receives an on-board stopwatch and a programmable shiftlight. The 750 retains the SDMS (Suzuki Drive Mode System) but there are only two modes available now. For us it will hardly be useful on our 100 horsepower versions ….

Suzuki GSXR 750


The engine is pretty quiet … at idle. But on the bike, when you accelerate, it changes its noise so much that at first you wonder if another bike is approaching and overtaking you. It’s hoarse, powerful, angry, alive in a nutshell. The intake still retains the brand’s beloved double butterfly system. The first pass is easy, the clutch is smooth. The GSXR is a civilized motorcycle.

Suzuki GSXR 750

On track !

Suzuki GSXR 750

Quite procrastinating, I have 5 sessions of 20 minutes to discover the Monteblanco track and the new 750 GSXR, in my superb equipment twice too large (my luggage was lost at the airport!). The circuit is quite complete with: tight turns, pif-paf, fast curves, hard braking, and a good straight line. There is also relief…. and bumps.

The 750 GSXR proves to be an excellent "school bike".

Very available, its engine picks up well at low and mid revs, while at the top it pushes very hard. My borrowed suit slips on the saddle and with each acceleration I come up against the backrest. In the straight line, even at over 260 km / h a little before taking the brakes, it still accelerates frankly. This is a real plane this 750 !

Without displaying the agility of a Honda 600 CBR, this Suzuki moves smoothly from one curve to the next, following the eyes of its rider. In the big curves, it is a treat to look far away and follow a trajectory drawn with a chalk line. We really feel confident. The BT 16 "Pro" tri-rubber which equip our test machines have an excellent level of grip and a very short heating time.


Suzuki GSXR 750

This is undoubtedly one of the strengths of this bike. Taking full advantage of its "one-piece" calipers, the 750’s braking is perfect, even at the end of a straight line where the brakes are applied at around 270 km / h. In this area, the 750 forgets the 1000 which is a bit tight, especially when you attack the track. Nothing flinches here, it’s powerful, dosable. What more ? Braided hoses perhaps for the most demanding, or those who find that the rubber lacks nobility on a machine of this caliber, even of this price. At the rear, the disc does its job with discretion, aided by an anti-dribble clutch made of the same wood, that is to say efficient and discreet too, even during downshifts a little too vigorous.

Suzuki GSXR 750


Suzuki GSXR 750

Another highlight of the 2011 GSXR, no doubt, because we have only tested it on the track. However, the asphalt of the Moteblanco circuit has a few bumpy areas where you can feel the quality of the suspension work. The bike moves a little, which is quite normal considering the speed and the condition of the road surface. But nothing comes apart. More generally, position, ergonomics and protection are of a good standard, suggesting good user comfort for a sports car on the road. Here the Daytona 675 will have nothing to do with it. In addition, the adjustable footrests should allow adaptation to different sizes..


We weren’t able to measure fuel consumption on the track, but the company is announcing a 10% drop compared to the old model, which is huge. This difference, which needs to be verified in practice, would be the result of the work done on the engine: modification of the mapping, change of the orientation of the injectors and better ventilation of the casings which reduces internal losses by "blow-by".

Suzuki GSXR 750

The tank is 17 liters, reserve included.


Suzuki GSXR 750

The new GSXR has the trunk we said, but it’s not the one that will allow you to fit a helmet under the saddle…. on the other hand, a U should find its place. If you ever feel like changing your spark plugs, you will also find a crutch that keeps the tank in the high position once it has been rotated.

Practical, the "BFP" fork offers adjustments located at the top (compression and rebound), while the spring preload is located at the bottom, near the brake caliper, since here the spring is mounted at the bottom of the fork. On the rear shock absorber, it’s classic: compression at the top (slow and fast), rebound at the bottom.

In addition, Suzuki offers a whole range of carbon imitation body accessories to personalize your motorcycle..


Suzuki GSXR 750

At the end of a day of driving, Miss Suzy was pleasant, a little playful even and not tiring, which is not necessarily the case with her competitors, who are sometimes more difficult to take along..

This new GSXR is certainly a queen, it just lacks a bit of charisma to shine in society. But when it comes to taking action, she knows how to set the pace…. Its versatility, performance and ease of operation should appeal to many bikers. Its engine is better filled at half revs and its larger displacement make it more suitable for the road and the duo than the very sharp 600. Protection, reasonable saddle height will make it a machine that can be used on a daily basis like its glorious ancestors. To be a little more rewarding than the 600, given the price difference, Suzuki could have gotten rid of a few more noble parts that would have been reserved for it like forged wheels, braided brake hoses…. that would have done better to make up the € 1,500 difference. A sort of GSXR “RR” in short…. because let’s not forget that lovers of sports couplers who do not want a 1000 or can not afford it, can ogle the side of the English. The positioning is not the same, but at the time of choice, the more tracked may ask the question.

Strong points

  • the engine that pushes very hard
  • behavior that is both healthy and efficient
  • driving position and comfort
  • versatility

Weak points

  • the lack of aesthetic difference with the 600
  • lThe selection of gears which requires a good breakdown of its movements.
  • lack of novelty in design.
  • The test bike modified without our knowledge

Competitors: Ducati 848, Honda
CBR 600, Kawasaki ZX6R 636, Triumph Daytona 675, Yamaha


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One thought on “Suzuki GSX-R 750 motorcycle test

  1. Having tried it myself on country roads for an hour and a half, I fully confirm this test. The engine is fabulous (even limited): powerful, angry, torquey and endowed with a sound to wake you up a dead! The position is not too extreme and even pleasant in normal driving conditions (a little sustained all the same wink ).

    The controls are smooth and precise (Suzuki what), the box precise (I did not notice any particular difficulty contrary to what is mentioned in the article, maybe this is the habit of the box of my GSR 600 ).

    The front axle is precise and formidable in terms of stability, the braking beyond the grave remains perfectly controllable and pleasant. Very reassuring in fact.

    The engine … is a bomb that always gives more as you go up in the towers and ends with a hoarse and powerful metallic howl to make you bend a none !

    In short, I love it!

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