Test: the new Suzuki GSX-R 750

Test: the new Suzuki GSX-R 750
Suzuki

Premiere: Suzuki GSX-R 750 2011

First kilometers on the racetrack with the 750 Gixxer

Content of

Suzuki has stuck to her since 1985. Wherever the displacement develops, the GSX-R 750 has remained – the only one of its kind. And today it is more welcome than ever.

The four-cylinder in-line engine of the Suzuki GSX-R 750 has an output of 150 hp.

Why are the 750s almost extinct? Because all buyers of super sports motorcycles compete in top racing classes and are bound by cubic capacity regulations? This is of course nonsense. At some point, the pursuit of more and more performance simply ate up the 750s. The 1000s have prevailed. We remember: An R1 in 1998 produced a whopping 146 hp for the time. That was just great! The 750s at that time didn’t compete with around 120 hp. So said the Japanese "Goodbye 750s!"

Only Suzuki stuck to the 3/4-liter concept, improved the framework conditions bit by bit over the years and was always able to hit enough quantities to keep the GSX-R 750 simmering. The standing qualities have paid off. Because in 2011 the superbikes with 190 and more hp need tricky and expensive electronics in order not to forcibly throw off the normal. The stress factor thus easily reaches the red zone on public roads. The 600s, on the other hand, are country road castrati anyway – with a few exceptions – they screech in the highest tones, but still have no eggs.

The GSX-R 750 impresses with the handling of a 600.

The new GSX-R 750 comes with a nominal 150 hp. Believe it or not, the current Medium-Gixxe has so much juice in the middle that every turn of the throttle is instantly converted into powerful propulsion. It works smoothly and easily on the wrist. You don’t need electronics, just a little feeling in your right hand. It must be a lot of fun on the country road. But it’s also a great thing on the racetrack like here in Monteblanco.

The narrow Andalusian course with a lot of slow hooks and shoulder-wracking braking zones underlines the handling advantages over a 1000 meter. With the same chassis as its new 600 sister (now also with the Big Piston fork from Showa), the 750 whirls neatly through the tricky alternating curves. Incidentally, it harmonizes very well with the Bridgestone BT 016 Pro, which, once brought up to temperature, goes through a lot and shows its limit range in a predictable manner.

Light and easy to dose, even if fading was a problem at first: the new Brembo stoppers at the front.

The new 750 is eight kilos lighter than the old model. The Suzi technicians ripped away material everywhere – frame, swingarm, exhaust, fairing, fork and brakes. In addition, the entire motorcycle has become more compact without taking too much of the driver’s comfort. For this, among other things, the engine was turned three degrees backwards and the wheelbase was shortened by 15 millimeters with the same length of the arm.

The entire GSX-R family now shares the big piston fork. The cockpit is from the 1000.

In the engine itself, the material and throughput have been improved. As a result, the current engine turns extremely willingly and homogeneously up to the limiter at 14700 rpm and gives the pilot additional adrenaline through wild snorkeling from the airbox. Three programmable small lights and a large gearshift light are an unmistakable warning to change gear, which the gearbox allows for precise, typical Suzuki. The electronically controlled steering damper braces itself usefully against steering knocks. For the race, however, he could regulate a little more tightly. The only cause for criticism was the brake, which gave way after five sharp laps. But already bleeding and new pads provided better stability for the otherwise impeccably gripping Brembo monoblocks.


PS judgment:
In the poker for supersport buyers, Suzuki already holds three aces with the GSX-R 750. The light motorcycle has the handling of a 600. The chassis is ideally suited for a wide range of uses. The engine has pressure wherever the majority of drivers need it. Only for the winning poker is an ace missing: the price is a good 1000 euros too high.

Changes in detail:

  • Eight kilograms of weight reduction
  • Completely new frame
  • Shorter wheelbase (1390 mm instead of 1405 mm)
  • Lighter Showa Big Piston Fork (BPF)
  • Lighter and smaller exhaust
  • Lighter Brembo monoblock calipers
  • Reduced axle diameter
  • Lighter pistons and valves
  • Improved air flow
  • More power at medium speeds
  • Two selectable injection mappings
  • Lap timer and adjustable shift light

Technical specifications


Suzuki

Suzuki GSX-R 750 model year 2011.

HP data: Suzuki GSX-R 750

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 110 kW (150 PS) at 13,200 / min, 86.3 Nm at 11,200 / min, 750 cm3, bore / stroke: 70.0 / 48.7 mm, compression: 12 , 5: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, chain,

Landing gear:  Aluminum bridge frame, steering head angle: 66.5 degrees, caster: 97 mm, wheelbase: 1395 mm, Ø inner fork tube: 41 mm, spring travel from / h .: 120/130 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17 “/5.50 x 17”, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, 310 mm double disc brake with radially attached four-piston fixed calipers at the front, 220 mm single disc with Single-piston floating caliper at the rear

Weight: (ready to drive) 190 kg *, tank capacity: 17 liters super

Base price:
approx. 13 330 euros (plus ancillary costs)

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