Suzuki GSX-S 750 test

Menus

• 4 cylinders in line, 749 cm3, 114 hp, 8.1 m / kg, 213 kilos, from € 8,899
• Suzuki’s New Midsize Roadster Offensive Is Equipped With Traction Control
• Discovery
• In the saddle
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption & autonomy
• Practical aspects
• Conclusion
• Suzuki GSX-S 750 video test

4 cylinders in line, 749 cm3, 114 hp, 8.1 m / kg, 213 kilos, from € 8,899

Suzuki’s New Midsize Roadster Offensive Is Equipped With Traction Control

All that was missing was Noah and his animals: during the official presentation of Suzuki GSX-S in Spain, it was the flood, the apocalypse, almost the end of the world ! Too bad for our special correspondent, the good Doctor Robert, who came back soaked to the underwear (he has dried since). And too bad for the test, which does not allow to report the exhaustiveness of the information sought, even if certain aspects of the bike had been appreciated: its ease of driving, its neutral chassis, its flexible four-cylinder and above all, novelty specific to the bike. 2017 model, traction control.

An important argument? Who knows ! It is already in the logic of things and the modern evolution of motorcycles and it would be a shame to deprive ourselves of this marketing and security argument, all the more in view of the sales volumes represented by the category of mid-capacity roadsters. And this, especially since one of the most dangerous rivals of the Suzuki, the Kawasaki Z900, does without it..

Z. The word, the infernal letter is released. It was the Kawa which, at the end of 2003, revolutionized the world of mid-capacity roadsters as well as the French market with the Z750 then Z800, which dominated sales in our country for many years. His recipe was simple: offer, overall, a 750 for the price of a 600 with, in addition, a manga design that appealed to young people. The competition took an uppercut and Suzuki took a good light year to react: the GSR 750 did indeed appear until 2011. They missed some, sales, during this time. !

Six years later, on the occasion of the Euro-4 standard, the GSR 750 gets a makeover and becomes GSX-S 750. Hey, why not keep the name GSR? To get closer to its big sister, the GSX-S 1000 and to recall the sporting roots of its engine, that of the famous GSX-R. Another version of the facts: following an aborted industrial partnership between Suzuki and the Volkswagen group, the Germans would have reminded the Japanese that the surname GSR belonged to them. It was indeed a vitaminized version of the famous Beetle, which appeared in 1973 and which was distinguished by its yellow color and black hoods. Gelb Schwarzer Renner: GSR, the yellow and black racing car, here we are. End of the Wikipedia moment.

Discovery

New well-known lines, "house" colors based on blue: it is indeed a Suzuki. Compared to the GSR, the scoops, the headlight, the rear LED light, the dashboard and significant chassis components (wheels, brakes, fork) are new, which makes it possible to speak of a new model. The exhaust, on the other hand, is identical to that of the GSR..

Without denying the features of the previous model, the lines of the new are a little sharper. Add to that the new fully digital dashboard and there is no picture: the GSX-S is much more modern than its predecessor.

Nevertheless and if we know that the Suzuki, little known in the past in this area, have made efforts on the finish, there is still a little work to be done. Our test machine, with barely 3,000 km of test on the odometer, already had the seat back and exhaust marked, while the rear fender attachment was already a bit loose … Previous testers had had to manhandle her again and she likes it !

In the saddle

Philosophical question: what level do you want your traction control to be? This equipment is therefore appearing on this machine and praise the ergonomics of the control pad on the left stalk. Press the "select" button, then you go up or down via the central keypad and you can therefore refine your choice among 4 possibilities: off (in this case the TC light remains displayed on the instrument panel), or from 1 to 3 , the last being the most interventionist.

For the rest, the dashboard is therefore new, complete and readable. We appreciate the autonomy and consumption indicator, the time, the gear engaged. As on all recent Suzuki’s, the "Easy Start" and Low RPM Assist functions make it easy to start and take off smoothly, although you shouldn’t hesitate to put on a little gas to help low revs. Finally, the ergonomics conform to the standards of the genre with a saddle at 820 mm, a tank not too large, a neutral position (handlebars not too bent and not too tilted on the front).

In the city

More flexible than a four-cylinder in-line, there is little more than a cheese nan covered in butter. So mean by this that on days of small form, you will pass the sixth as quickly as possible so as not to leave it. The 749 cm3 engine may well claim its sporting origins, it is largely capable of crossing cities at 50 km / h and 2000 rpm on the last report, especially as the block is sufficiently full to resume then, without downshift nor be pushed by a belligerent Dacia Logan dCi.

Is everything all right in town, then? Well yes: soft controls, easy to find neutral, very correct turning radius in the category, Low RPM Assist, as we have said, to facilitate starting. What to blame then? Nibbling, a selection of reports with sometimes a little cartilaginous feeling, at very low revs. And the level 3 of the traction control is really interventionist (already in the dry …), so no doubt that the guardian angels will do their job well on white stripes and wet pavements..

On motorways and main roads

The goal of a roadster is not to break top speed records, but the GSX-S has gained horsepower over the GSR: we actually went from 106 to 114. No doubt, they are there. , even if they are a little hidden at the top of the tachometer, from 8000 to 11,500 rpm, the maximum power speed being fixed at 10,500 rpm.

Suddenly, in sixth on the last report, we find ourselves at 130 km / h at the edge of 6000 rpm. We then have the feeling that we could go to the end of the world, except that in fact, it’s boring. So we move on to the next chapter.

On departmental

The big strong point of the GSR compared to the Z800, it was its chassis, much healthier and balanced. The GSX-S does not deny the heritage. We end up with an easy machine, requiring no special instructions, healthy and properly amortized. Obvious to grip, easy on the go, healthy on the attack (we quickly gain confidence to the point that we manage to slide the Bridgestone S21), the chassis remains undoubtedly one of the strengths of the GSX -S 750. However, the Z900 has also evolved (fortunately, by the way!), So there is no more absolute domination, but the average level is higher, which is very beneficial for the customer..

What about the engine in all of this? Well, the Suzuki ad tells us about this poor guy "on his big 900 roadster" who found himself flabbergasted when he came into contact with this "GSX-R powered" roadster. Gasp! Should we always believe what’s in the pubs ?

Good question. First of all, we don’t have an engine conforming to the latest GSX-R configuration, so with 150 horsepower! So there it is 114, which is already very good, especially since, as we have said, they are present and very expressive at the top of the tachometer, with in addition a very present intake noise and pleasant once past mid-revs.

In normal use, on the other hand, given the gears which are not ridiculously short (the first climbs to 100 km / h and the second rupts to 140 km / h, while at 90 km / h in sixth, we are at 3750 rpm), we may have the feeling of a slight lack of torque, since the 8.1 m / kg are available at 9000 rpm.

It is "only" 4 cylinders of 750, after all, but it is true that if Suzuki maintains a classic approach, the competition in this segment favors the 3 cylinders more filled (Triumph 765 Street Triple and Yamaha MT-09 ) or a significantly larger 4-legged (the Z900 is in fact a 948 cm3).

So suddenly, you can choose, dawdle, or attack, the old-fashioned way. Everything in high revs, counting on this excellent chassis and the box that accepts to be mistreated. And in this case, it’s fun.

Part-cycle

New fork for the GSX-S, a Kayaba that goes from 43 to 41 mm. New aluminum wheels and swingarm. Classic for the segment, but it’s effective, so all is well.

Brakes

With the finish, the braking of Suzuki is a little part of the historical weaknesses of the brand, even on sports versions. Suddenly, we leave the poor 2-piston system of the GSR to find, greedily, a 4-piston radial Nissin device on the GSX-S. Few criticisms to make: feeling and dosages are good and will suit the majority of users. After, in really sporting use, a little more power would not have been refused…

Comfort and duo

In view of the shape of the saddle and the absence of passenger handles, she (or he …) will benefit from being petite and in love. For the pilot, by account, it’s fine. The suspensions are a bit firm in compression (it’s a sporty roadster, after all), but aren’t cartoonish in relaxation, while the saddle feels rather welcoming, even after a long ride. The 4 cylinders distill some vibrations, which are not annoying. Obviously, there is no wind protection, but that you knew before you bought it !

Consumption & autonomy

The tank is 16 liters and its filling is easy. On the consumption side, I recorded two values: 5.38 l / 100 after a week of daily use, 6.1 l / 100 after a ride in which a few segments were covered high in the towers. We can therefore exceed 250 km of autonomy, which is very good for this kind of motorcycle. And then, the fuel gauge and the autonomy indicator are appreciable.

Practical aspects

A sporty roadster isn’t meant to be practical. Despite everything, you can fit a disc lock or even a little rain pants under the saddle. And that those who rail against the lack of a center stand say that it saves weight and ground clearance. In life, you have to make choices.

Conclusion

With the GSX-S, Suzuki refines the concept more than it revolutionizes it, with a technological approach and a "classic" displacement in the category. Nothing wrong with that, since it is often in the old pots that the best soups are made. And the ease of driving of this machine, its healthy and playful chassis, its "old-fashioned" engine which delivers its share of sensations and performance in the laps, all this hits the mark and will satisfy fans of the genre. Little more: traction control, always useful and not to be overlooked in terms of safety to give you confidence even in the rain and on small slippery roads.

Opposite, however, the competition moves and abandons the classic approaches, precisely. Faced with three explosive cylinders, but sometimes tiring in the long run, facing a Z which, as from the beginning, gives the feeling of offering more for the same price, the Suzuki must defend its fundamentals. Hey, by the way, since in life you have to make choices, for the same price, you prefer the big torque of a 900 or the safety of traction control. ?

Strong points

• Modern and cool look
• Smooth engine and rage in the towers
• Complete dashboard
• Electronics and traction control
• Easy and healthy frame
• Comfortable in the category

Weak points

• Finishing details
• A very small lack of torque with the usual paces compared to the competition
• Braking that could have been a bit more biting

Suzuki GSX-S 750 technical sheet

Test conditions

• Itinerary: 400 km of daily use in and around Paris, as well as a short ride in Chevreuse
• Motorcycle mileage: 2,700 km
• Problem encountered: none

Suzuki GSX-S 750 video test

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