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What is more like a GSX-R than another GSX-R? Answer: the new 750, where the only small visible difference nevertheless suggests a very different motorcycle. No, I’m not talking about this little carbon imitation trim that surrounds the counters. The bubble ? Admittedly, it is 3 cm higher but it is not that either. Look further down, on the fairing sides … Yes, it’s that little ‘Electronic Fuel Injection’ sticker – the new generation Suzuki GSX-R 750 adopts injection. And also a steering damper (standard) and thicker brake discs. Don’t worry, she hasn’t put on weight. The dry weight remains at 179 kg for even more power. In full power, the boiler has gained 7 hp, which allows it to offer the respectable power of 135 hp.
But it is not won for the queen of sports. The danger came from Yamaha and the arguments hurt. An almost identical weight and 150 hp for the overwhelming YZF R1. But if you think that it impresses the Gex…
When making contact, we find the same sportswoman as last year. The driving position has not changed a bit and still remains physical. The GSX-R is a picky, tiring city bike with a tank that spreads your legs and half-handlebars that break your wrists. In short, a circuit machine. The protection is of a better quality because with the enhanced bubble, you can go at more than 180 meters without fighting against turbulence..
Where the Suzuki is easier to live with than its predecessor is in terms of engine behavior. The injection softened this 4-cylinder beast without sacrificing anything in terms of performance. The electronic management is very similar to that of the 1000 TLS and is based on a host of parameters. The module can also detect certain engine failures or damage. If it is not an essential factor for the power of the boiler, the injection allows above all to greatly improve the flexibility of the mill, to remove the hiccups which annoyed a little on the old GSX-R and to offer a better response to the throttle. The gearbox is also smoother. So much the better, you always have to play with the selector to get the most out of the 7 and a half.
A block of this displacement can never be as full as a 1000, we must not kid ourselves. The Suzuki mill responds to this argument with increased progressiveness and a race-like temperament with an ounce of savoir-vivre. It responds nicely in low revs, then waits for the 4500-7000 rpm zone to catch on. After, we find watts that will take the bike seriously up to 10,000 trs, a regime where the large herd of canassons will tumble. There is potato, a lot of potato, without it landing with the violence of the old fuel system. Fans of temperament will be disappointed that the GSX-R has put water in its wine. Chrono hunters will appreciate having a more available and controllable engine. However, do not go screwing completely like a rest when exiting the bend. The Gex 98 allows you to accelerate earlier and harder, the power goes well to the ground but do not go beyond what the rear communicates to you. Finally, before putting on the beret, you have to be mean.
Still sovereign on the track, the 750 has nevertheless lost some of its agility. The steering damper is felt a little at reduced speed, the profile of the original pneumatic assembly lacks incisiveness and in the end, the pilot will have to bring the machine on its path with more conviction. Once she is there, she does not move. On the open road, the tires and the steering damper make the bike safer but less lively. However, we will be happy that this small shock absorber (stashed under the lower triple tree) comes to calm the front end when the Suzuki comes with long strides on rough terrain. Don’t like bumps? The GSX-R calms them down. Take advantage of this calm to learn how to handle the brakes of the motorcycle. It’s not much, but the bite is missing. On the track, it’s not great because you really have to push the lever to take advantage of the power of the Tokico 6 piston calipers. On the departmental roads of France, this less incisive braking can represent a safety margin.
Interesting point: although the GSX-R 750 has improved a lot, its price increase remains reasonable. Between the vibrators, the competition becomes more difficult, more formidable, even unfair … But the Suzuki is not ready to return its claws.
What you must remember
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9,900 €
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Opinion
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Model marketed in
1998
1999
Performances
-
Max speed:
265 km / h -
Acceleration
0 to 100: 3.20 s
The technical aspect
Suzuki 750 GSX-R 1998
- Frame
- Frame: Double perimeter aluminum beam
- Tank: 18 liters
- Seat height: 830 mm
- Length: 2,055 mm
- Width: 720 mm
- Height: 1135 mm
- Wheelbase: 1395 mm
- Dry weight: 179 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 120 mm
- 2 discs Ø 320 mm, 6 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Final chain drive
- Rear axle
- Mono-shock absorber, deb: 133 mm
- 1 disc Ø 220 mm, 2 piston caliper
- Rear wheel:
190/50
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 46 mm
- 2 ACT
- 4 valves per cylinder
-
749 cc
(72 x 46 mm) -
135
ch
at 12,300 rpm -
8.40 mkg
at 10,300 rpm - Weight ratio /
power
: 1.33
kg / hp - Compression: 12: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 900 RR FIREBLADE 1998
Triumph 955 DAYTONA T595 1997
Honda RVF 750 R – RC 45 1998
Aprilia RSV 1000 1998
Ducati 916 1998
Gallery
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