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Faced with stiffer competition than ever, the GSR 750 had to take it up a notch. Between the insolently successful MT-09 with its conquering 3-cylinder, a Z which still swells in displacement to become 900, an even more voracious Street Triple (765 cm3) and a host of temptation (Brutale 800, Duke, F 800 R, 821 Monster, Shiver, etc …), how to maintain a good place in the market ?
By evolving, by mutating, by recovering techniques and a more rewarding name. So the era of GSRs is over. From now on, it will only be necessary to combine the intrepid roadster like this: GSX-S !!!
It is the turn of the 750 to recover this name. And the plastic that goes with it. Nastier, more elaborate, largely cloned on the 1000, the design of the GSX-S 750 conforms to Suzuki values. Aggressive just as it should, not too shocking or disturbing, with this feeling that the brand could have gone further and did not seek to shake up the sector. What matters for most, because the line is in the right measure to seduce. We find all the aesthetic codes of the big GSX-S, with more measured proportions. Above all, Suzuki took care to dress the small details that were stain on the GSR 750. With its shoe, no need to endure the sight of an infamous catalyst. Caches come to forget the gaping void between the housings and the frame. Two others block the anchor points of the swing arm. In short, we worked.
Below, the work focused on preserving the achievements, improving the engine and offering better peripherals. Take the front axle: the fork gets thinner (it’s rare) from 43 to 41 mm, is adjustable in preload and is finally equipped with radial calipers with 4 pistons. To take that, the pilot is entitled to a new handlebars, with variable section. Often criticized for its “simplicity”, the swingarm is of a new design, enjoying a more serious look. It is not yet as challenging as that of an MT-09 or the single-sided arm of a Monster; but it tends towards the best. Discreetly, the wheelbase takes the opportunity to increase by 5 mm while the column angle opens very slightly. As for the frame, Suzuki renews its confidence in it. A perimeter structure in steel, less noble than the aluminum models of the competition but no one has ever criticized it. Besides, the Bridgestone S21s mounted on new wheels will tell you what to do with this revamped chassis and allow you to push it far. Believe me ; the test of these gommards is enlightening.
At the heart of the GSX-S lives the same block as under the GSR 750, the sweetened engine of the 750 GSX-R. Excuse the little. The same, but frankly revised to adapt to Euro4. Does he suffer from it? What a slab. This four-cylinder also allows itself to spit more watts than before. 114 horsepower is announced at 10,500 rpm. The maximum power is perched 500 trs higher than on the GSR. The torque is slightly increased with 8.3 mkg, obtained at the same speed of 9000 rpm.
How did the builder find these 8 additional cannons? With a little technique. Ventilation holes in the crankcase reduce pumping losses. On the intake side, the air arrives through a new air box with 3 optimized ducts and then mixes with gasoline via 10-hole injectors (8 on the GSR). Better intake then better combustion for more power before the new exhaust evacuates it all. Almost the same shape as before and yet. The line is lighter because it got rid of the internal valves. The catalyst comes from the GSX-S 1000. In addition, the final transmission has been shortened to give it more potato but the good calibration of the 6th allows not to deprive it of top speed..
Chassis, engine, but that’s not enough in a digital world. For the dashboard, no problem. Just prick the big sister’s one. Full digital, monochrome, not necessarily cheerful but with lots of information. Where it gets more interesting, and where the GSX-S is upgraded with new technologies, is by regaining traction control. By checking several parameters every 4 milliseconds, the system intervenes in time to catch up with evasions. It acts according to 3 levels: 1 for athletes, 2 for a standard intervention, 3 when the road is slippery, and the possibility of deactivating it for the more daring. ABS is in the game as well as small homemade solutions: the Easy Start, a simple push on the starter and it manages until the mill starts, and the Low RPM Assist, which increases the engine speed to avoid stalling . Come on, another little effort to get in tune with the Europeans. Lacks more than Driving Modes and a shifter.
The GSX-S 750 judiciously takes over from the GSR, with its welcome set of upgrades. The equipment has been enriched, the style taken from the 1000 suits it agreeably well, the engine develops more power and its desire for a fight has gone up a notch. If in addition it is displayed at a price at the bottom of the range, the competition could take it badly..
What you must remember
Themore
Theless
Prices
8 899 €
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Opinion
on 11 opinion
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Replaces
GSR 750 2016
Model marketed in
2017
2018
2019
2020
Performances
-
Max speed:
about 220 km / h -
Consumption
medium: 4.90 l
The technical aspect
Suzuki GSX-S 750 2017
- Frame
- Frame: steel perimeter
- Tank: 16 liters
- Seat height: 820 mm
- Length: 2125 mm
- Width: 785 mm
- Height: 1,055 mm
- Wheelbase: 1,455 mm
- Weight in running order: 213 kg
- Train before
- Telehydraulic inverted fork Ø 41 mm, deb: 120 mm
- 2 discs Ø 310 mm, 4 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 135 mm
- 1 disc Ø 240mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø nc
- 2 ACT
- 4 valves per cylinder
-
749 cc
(72 x 46 mm) -
114
ch
at 10,500 rpm -
8.30 mkg
at 9000 rpm - Compression: 12.3: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Yamaha MT-09 850 2017
Ducati 821 Monster 2017
Kawasaki Z 900 2017
Aprilia 900 Shiver 2017
Triumph 800 STREET TRIPLE S 2017
MV-Agusta 800 BRUTALE 2017
Gallery
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