Suzuki GSX-S 750 A2 test

Menus

• Quiet strength
• 4 cylinders in line of 749 cm3, 95 hp (flanged to 47.5 hp), 62.9 Nm, 213 kg full made, 8,599 euros
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Suzuki video test
• Equipment Suzuki GSX-S 750
• Main accessories Suzuki GSX-S 750

Quiet strength

4 cylinders in line of 749 cm3, 95 hp (flanged to 47.5 hp), 62.9 Nm, 213 kg full made, 8,599 euros

Born GSR in 2011, the Suzuki midsize roadster became GSX-S750 six years later. A new name to rationalize the naming of Suzuki models. This evokes the machines whose four-cylinder engine derives from the brand’s supersports. Historically, the symbol is also strong. These machines are heir to the 1976 GS750 which became GSX750E with their 16-valve engine. The big cube GSX1100E will subsequently give, in 1981, the Katana, icon of which we have just tested the 2019 version..

The GSX models are therefore more or less largely based on the old sports cars of the brand. In this case, the GSX-R vintages 2005, of which our roadster takes again the mechanics. If the 2017 GSX-S750 comes out 114 horsepower, Suzuki now delivers an additional, but less powerful version of 20 horsepower with "only" 95 hp / 70 kW. This in order to offer his machine restricted to the A2 license. Indeed, the motorcycle, once unbridled, must not exceed this power. And so it is the 47.5 hp / 35 kW version that we are taking today to the surroundings of Benidorm Spain, between Alicante and Valencia. On the mountainous hinterland then the Spanish coast, we will judge the approval or the quality or not of the castration of the Hamamatsu roadster, the only 750 four-cylinder in the segment, in young license mode. !

Suzuki GSX-S 750 test in A2 version

Discovery

With a sporty style directly related to the 1,000 cc roadster, the Suzuki GSX-S750 reflects its aesthetic codes. Framed by led position lights imitating fangs, the lighthouse is adorned with a sharp trim, embedded in a broad, muscular chest. In fact, the front half of the machine appears imposing, underlined by large angular shoulders extending into long scoops. The lines then stretch in taut ribs, even forming two small fins on the 16-liter tank. The design then softens on the back. Thus, the rider and passenger seats are based on a particularly inclined rear shell, but with less aggressive aesthetics. Its pointed end receives a diode light. We regret that the turn signal cabochons house classic bulbs, such as the front light compared to the LED which we see more and more elsewhere.

The front panel remains faithful to the standards of Suzuki GSX-S

Made in Japan, the general finish of the machine is appreciable and many aluminum parts equip the machine, such as the footrest plates. But those of the passenger admit an unflattering hollow internal face. Similarly, the side uprights of the frame deserve a more refined coating. Finally, some wires and hoses also remain visible, quite simply because the original GSX-R unit was not intended to be exposed in this way. Good point, the battery is very accessible under the rider seat and the passenger seat offers space to accommodate a small U-shaped lock.

Suzuki GSX-S 750 A2 Roadster

In its A2 version, the GSX-S750 is unchanged both in design and in cycle parts, electronics and even mechanics. Only the injection rail is modified, of course changing the behavior of the sports boiler. Also, ECU, harness and key switch are different, in order to make unlocking complicated…. The tubular structure of the stern is welded to the main frame. This consists of a steel perimeter frame with double spar, D profile.

Suzuki GSX-S 750 A2 version

It supports the 4-cylinder in-line 749 cm3 with hyper square ribs (72 x 46 mm), four valves per cylinder and double ACT from the GSX-R750 2005. The manifold tubes are interconnected (1 and 4, 2 and 3) by balancing tubes, adjusting pressures and promoting engine responses at low and mid-speed. And this is the essential thing to work on, because the A2 block only outputs 47.5 hp at 7,000 revolutions and 62.9 Nm of torque at 4,000 revolutions. Unbridled, its values ​​are double in power and the force of 75.4 Nm is then reached at double the speed. As a reminder, the 114 horsepower version releases its cannons at 10,500 rpm and 79.5 Nm at 9,000 rpm. In short, the iteration dedicated to young permits is well watered down. Will there be any flavor left ….?

The 4-cylinder here develops 95 hp and can be limited to 47.5 hp

No Ride by Wire here but a Suzuki specific injection system, SDTV (Suzuki Dual Throttle Valve) with double butterfly. The former vary their opening according to the rotation of the throttle control. The secondary elements are controlled by the computer. They artificially reduce the passage section in order to optimize cylinder filling, whatever the engine speed. They each receive two long injectors, with 10 orifices. Nebulization is thus optimized, promoting efficiency and consumption.

No variable injection maps also, but the GSX-S750 has anti-slip, configurable in three AND disconnectable modes. Everything is controlled from the handlebars and can be adjusted quickly while riding. This system permanently manages (every 4 milliseconds) five parameters: the speed of rotation of the front and rear wheels, the position of the throttle grip, that of the crankshaft and the gear engaged. In the event of over-rotation of the drive wheel, the engine power delivered is controlled by influencing the ignition time and the air flow.

The clutch of the Suzuki GSX-S 750 A2

Particularly aesthetic, the oscillating arm is made of aluminum and takes care of its ends of titanium-colored tips. Its movements are entrusted to a Kayaba mono-shock absorber (KYB) mounted on rods. Its 138 mm stroke is adjustable in preload and rebound. On the other hand, the steering gear rests on an inverted fork of 41 mm of the same origin and adjustable in preload on each of the sleeves..

At their end, two radial-mounted Nissin calipers and four pistons clamp petal discs of 310 mm. In contrast, a single Nissin piston clamps the 240mm rear disc. Too bad, the hoses are not in braided metal, but the ABS watches over the decelerations.

The silencer of the Suzuki GSX-S 750 A2

More advantageous, we always appreciate the pretty cast aluminum rims with 5 curved and split spokes, in 17 inches. They receive a quality fit with their Bridgestone S21 in 120/70 and 190/50.

In the saddle

If the machine is generous in terms of its volumes, it does not forget to be accessible with a seat 820 mm from the ground. Dynamic roadster, the GSX-S750 offers relatively sporty ergonomics. But if the saddle is narrow, the wide tank clearly spreads the legs. These are also significantly flexed, resting on slightly set back footrests. The bust therefore gently tilts towards an almost straight handlebar with variable diameter. Ideal for dynamic steering and efficient control of the steering gear. Sober, the upper crown does not innovate and maintains the handlebars on short saddles.

From the outside, the A2 version is identical to the full version

On the right stalk, the starter is impulse (Easy Start System). A single press is enough to start the mechanics and, henceforth, without holding the clutch lever. With cable, this one is not adjustable in spacing and seems a little far for small hands. In contrast to the brake control adjustable on 5 levels.

Finally, we appreciate a large and ergonomic control, left side, managing the electronics. Including traction control. A simple press on the "select" button, then you go up or down via the central keypad and you therefore refine your choice among 4 possibilities: off (in this case the TC indicator remains displayed on the instrument panel), or from 1 to 3, the latter being the most interventionist. The assistance can be adjusted or disconnected at any time from the handlebars and very quickly. A good point.

The driving modes are managed on the handlebars

The functions are grouped together on an LCD screen, with adjustable contrast, borrowed from the GSX-S-1000. At the top, the bargraph tachometer has a “peak-hold” function (maintaining the peak value) temporarily indicating the maximum speed reached before the speed drop. It dominates tachometer, odometer, 2 partial trips, gear indicator engaged, traction control level, engine temperature gauge, remaining range, fuel gauge, average and instantaneous consumption, clock, battery voltage and anti-skid system mode. skating.

The instrumentation uses an LCD screen

In the city

Barely awake, the unit gives off a muffled and removed chant. Its sporting origins remain palpable and flatter the ear. Equipped with Low RPM Assist, the engine accelerates its pace when you disengage with a gear engaged. A "help" for the youngest to avoid stalling at start-up.

Suzuki GSX-S 750 A2 city test

The GSX-S750 sets off without dragging on the broad Iberian avenues where we operate. Voluntary, the mechanics are surprisingly available, even on the last report. It is possible to drive well in built-up areas, almost at idle speed at 1,200 rpm. The softness of the boiler contrasts with the jerk in the go-around at low speed and engine rotation. A point already noted on this architecture with double butterfly. The gearbox is also a bit rough, especially when downshifting. But with less than 200 km on the clock, we give him the benefit of the doubt, especially since the selection is precise..

The Suzuki GSX-S 750 A2 in an urban setting

The Suz ‘sits easily in traffic and has a very good balance. It is easy to forget its 213 kg ready to roll. In addition, its turning radius is short, allowing easy maneuvering in town. Finally, its mirrors reflect a wide field and are free of vibrations. Polite and easy for daily commuting, the GSX-S750 must now convince in more rhythmic dynamics.

Motorway and expressways

This is not where the GSX-S750 A2 version will appeal to you the most. If the revs are frank up to nearly 8,000 revolutions, the mechanics then loses its verve and breaks at 10,000 rev / min. However, we still reach a top speed of over 160 km / h, enough to lose the few points of the A2. But the four-cylinder then chokes frankly, regulations oblige. And it’s already not bad to get so many. The aerodynamics are good and the engine purrs at 6,000 revolutions per minute. Only a slight tingling then inhabits the handlebars, saddle and footrest, but without discomfort. The vibrations are on the other hand more intense on the more frank accelerations.

Suzuki GSX-S 750 A2 on the fast track

If the position on the front makes it possible to withstand without fatigue a journey on the legal motorway, the comfort is average; the fairly firm and thin saddle and the lack of recoil do not encourage the Vinci shareholders to enrich themselves too much. You better make your money, so this way the exit.

As with any good roadster, the protection remains limited

Departmental

To appreciate all the qualities of the GSX-S750 A2 format, nothing beats the secondary network. On the troubled route chosen by Suzuki to showcase its A2 roadster, the GSX-S750 surprises with its engine efficiency. I was far from imagining that the block, cut by more than half of its power, would be so pleasant to ride. Because the great strength of this mechanism is its constant availability, from 3,000 to 8,000 revolutions, in any report. Of course, he will be more angry with intermediaries, but not more efficient. And, the passing kilometers, we then roll on the torque, in 4, 5 or even 6. Torque and power are permanently close to their maximum value and pleasantly energize the midsize.

Suzuki GSX-S 750 A2 road test

And the sound of the exhaust and the air box optimize the driving sensations. From 5,000 laps, the GSX-S750 frankly gives voice and plays it loudly. You don’t really get bored on your handlebars where you can appreciate, moreover, the intact quality of the cycle part. Particularly demonstrative, the front calipers deliver powerful and progressive decelerations. The brakes are also held on the angle for a long time. Properly adjusted, the hydraulics of the fork handle mass transfers very well. The sinking of the tubes shows an appreciable progressiveness and a good control of the limit switch.

Suzuki GSX-S 750 A2 entering a corner

Lightly pressing on the hanger, the front axle steers naturally. Responsive and neutral, it allows the machine to be placed precisely on the path. In addition it delivers a lot of information and a good reading of the road. Unperturbed on the angle, the GSX-S750 follows its course perfectly and easily allows corrections. Despite a moderate inertia, the Suz ‘shows good agility on rapid changes of angle Its stability in curves also proves the quality of the Bridgestone S21 compounds, which also give a welcome liveliness to the Hamamatsu roadster. , the whole chassis, brakes, tires and suspensions seems oversized for the dynamic capacities of the A2 version. Logical when you know that the machine was developed for 114 angry nags …. However, on dirty and cold asphalt, we appreciate the effective traction control Its easy and quick setting on the handlebars is a real plus for modulating safety and efficiency.

The Suzuki GSX-S 750 A2 on a curve

Part-cycle

Qualitative, chassis and suspensions of the Suzuki GSX-S750 give it a safe and easy handling. Precision and stability characterize the machine. Well adjusted to the capabilities of the roadster, the damping is remarkably effective on the fork. I would have liked a less dry rear shock on rapid compressions. But the whole is very convincing.

The inverted 41 mm fork works on 120 mm

Braking

Powerful, but very progressive, the radial Nissin calipers deliver a feeling and a very appreciable control. Fully modular, they provide efficient decelerations at midsize A2. Efficient, the ABS is well configured. The rear device is just as usable and usefully complements the brake system, allowing the machine to be seated with precision in a curve..

310mm discs are clamped by Nissin 4 piston calipers

Comfort / Duo

The GSX-S750 A2 is not a traveler, this is its slightest flaw. You may equip your frame with a more attractive seat. The duo is of the same type and the machine does not have a grab handle (apart from the regulatory strap). In short, an A2 for one ….

The saddle of the Suzuki GSX-S 750 A2

Consumption

By rolling on the torque with the efficiency described, we find 5.3 liters per 100! Driven more vigorously, the GSX-S750 posted an average fuel consumption of around 6.2 liters per 100 km – enough to run the odometer for your first runs and ensure nearly 250 km before reserve..

Series of turns on the Suzuki GSX-S 750 A2

Conclusion

Surprisingly high engine availability, such is the feeling after testing the Suzuki GSX-S750 A2 version. At the end of our Spanish journey at a good pace, I didn’t think I would find so many dynamic qualities in a "young driver’s machine". Apart from a few jerks when going around at low speed, it’s hard not to be seduced by this dynamic roadster. Its mechanics are cleverly constrained, leaving it with an appreciable driving personality at all times. And its oversized cycle part also allows it to evolve with great ease and safety..

The Suzuki GSX-S 750 A2 in a straight line

Valuing with its powerful aesthetic, the Japanese face fierce competition in this A2 segment. Starting with the powerful Kawasaki Z900, priced at 9,099 € and the bestseller Yamaha MT07 asking only 7,099 €. Finally, the Honda CB650R claims € 7,999. In the Suz ‘family, the SV650 A2 is priced at € 6,599.

The Suzuki GSX-S750 A2 is trading at € 8,599 (+ € 200 for the Full Black version) with its efficient traction control. This is high, especially when jailbreaking is costly. To counter this fact, Suzuki offers an innovative and interesting LOA. With a contribution of € 1,500, you go back to the handlebars of the roadster, then paying rents of € 149 for 25 months. The redemption value, at the end, is 5,400 € for a cost of the operation of 5,225 €…. And maintenance offered over the same period! Rather interesting to start again on a more powerful machine afterwards.

Convincing in its A2 version, sober and efficient in dynamics, the Suzuki GSX-S750 deserves unbridled attention.

Suzuki GSX-S 750 A2

Suzuki video test

Strong points

• Strong aesthetics
• Engine character and availability
• Agility and efficiency of the chassis
• Sufficient electronics
• Quality of suspensions
• Precise selection
• Superb sound
• Overall dynamic efficiency
• Aluminum swing arm
• Braking
• Tire assembly

Weak points

• Rough box
• Vibrations during certain driving phases
• LCD screen that can be improved in terms of ergonomics and display
• Frame finish

Suzuki GSX-S 750 A2 technical sheet

Test conditions

• Itinerary: winding roads with variable surface, dirty and dry.
• Weather forecast: sunny, 13 ° C
• Motorcycle mileage: 180 km
• Problem encountered: RAS

Test equipment

• Scorpion Exo-1400 Carbon Helmet
• Vanucci Tifoso jacket
• Glove Vanucci Speed ​​Profi IV
• Jean Vanucci Armalith 2.0

Equipment Suzuki GSX-S 750

• 3-stage anti-slip
• ABS
• Adjustable suspensions
• Low Rpm Asist

Main accessories Suzuki GSX-S 750

• Bar end
• Aluminum and teflon side protection pads kit
• Forged front and rear footrest kit
• Plate holder
• Akrapovic silencer
• Windshield
• Stitched textured saddle
• Performance seat cover
• Aluminum front wheel protection
• Carbon alternator housing protection
• Carbon clutch housing protection
• Carbon right crankcase protection
• Carbon front fender
• GPS support

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