2017 Suzuki GSX-S750 launch review

Suzuki has a proud history when it comes to streetfighters. The Bandit 1200, first introduced in 1996, was the epic hooligan bike of its day, and the Hayabusa-engined B-King – aka the 'bat bike' care of its 'out-there' pipes (click here to see what we mean) – continued the theme into the new millennium.

Then there are the legion fans of the backyard Suzi streetfighter – the guys who have been stripping GSX-Rs of bodywork and ancillaries, whacking on a flat handlebar and striving for the heights of wheelie Nirvana.

These days just about every brand offers at least one factory streetfighter, if not several. And in the Suzuki camp, the indomitable GSX-R platform still serves as the donor base. Based on the litre-class rocket, the GSX-S1000 made its appearance in mid-2015, but now it's been joined by a three-quarter-litre sibling.

What's changed?
The GSX-S750 replaces the GSR750, of which limited examples still remain in dealer land. Like the GSR, the GSX-S adopts the K5 (2005) GSX-R750 engine, but the mill has undergone extensive modifications to extract more power than that found in the GSR.

The changes include new fuel injectors and the addition of ventilation holes in the crankcase to reduce pumping losses, along with an updated exhaust system.

To that end, the GSX-S750 produces 114hp at 10,500rpm and 81Nm at 9000rpm, up 8hp (and 1Nm) from the GSR. It's still significantly down on the GSX-R750's output (in 2005 that model was punching out 145hp and 86Nm, and in a significantly lighter package), but that's because it's been retuned (detuned, whatever) to better serve its naked-bike brief.

The GSX-S750 also has a shorter final gear ratio for better acceleration, a new airbox inlet to enhance the bike's stirring induction roar, and a host of new electronics. The latter spans a three-level traction control system, Suzuki's one-touch Easy Start System and Low RPM Assist. The traction control can be altered using the handlebar-mounted switch and the new instrumentation has been lifted from the GSX-S1000.

Add in stickier Bridgestone Battlax Hypersport S21 tyres, a new four-piston, radial-mount, petal-disc front brake setup and Euro 4 emissions compliance, plus all-new styling and new 10-spoke rims, and the GSX-S750 has taken a significant step forward from the GSR, which really was beginning to look a little dated.

Who's it for?
Weighing in at 213 kilograms wet, the GSX-S750 isn't a fangs-out weapon like some streetfighters, where the power-to-weight ratio is king. Rather, and as outlined by Suzuki Australia at the model's recent media launch in Melbourne, the GSX-S750 is more a comfortable, everyday ride – but one on which you can still have a helluva lot of fun. It's perfect as a stepping stone for those going from their LAMS bike to something bigger, without jumping feet-first into litre-class performance.

That was hammered home to me at the press launch. Despite the wintry conditions, the winding country roads between the Brisbane Ranges and Geelong showed the GSX-S to be a handy tool, and one that, given its more modest output, is far more manageable and forgiving than its litre-class brother. After all, the GSX-S1000 churns out 146hp and 106Nm, in a package 4kg lighter.

The GSX-S750 is a compact machine and it feels quite small. The 820mm seat height will be do-able for most and the weight seems to be carried quite low. I found it easier to push around at a standstill than my own bike, a 2007 Honda Hornet 900, and the Hornet only weighs a couple of kilos more.

Underway its diminutive presence is underlined by the view ahead. I'm on the taller side at 188cm but looking ahead I can only just see the top of the instrument panel and the mirrors. It's quite slim too – this bike will prove an excellent commuter – and the legroom is quite reasonable.

Handling and performance
It's a sweet handler. Some reported some instability when hitting bumps while powering away from an apex, but that wasn't my experience. The roads we traversed were pretty broken up in parts and while the bike may have given a faint waggle of its handlebar here and there, it was never a concern – even when the speeds were, ahem, brisk.

The engine is remarkably responsive – it feels like there's a direct connection between your brain and the back wheel – and the powerplant spins up willingly. As an in-line four the power delivery is biased toward the top end, but it's all very linear up until, say, 8000rpm.

That's not to say there's nothing going on in the bottom end and mid-range – there's more than enough grunt to get you motoring away from a standing start, and all to the backdrop of the howl of that induction. In an age when pipes have effectively been neutered, it adds plenty to the experience.

The seat is reasonably small and firm and so this isn't an ideal touring choice, not that you'd be hunting for a mile-muncher without a screen anyway. It is, however, an excellent city bike, a weekend scratcher, and even a fun track bike. Sure, you'll be hanging on for dear life down the straight – speeds of in excess of 200km/h are achievable on the GSX-S750, they tell me – but you'll also be having a hoot through the corners.

The suspension is relatively low spec, adjustment being limited to preload front and rear, but it does a good enough job. The front adjustors are easy to get to, being on top of each fork leg, but you'll need a 10-year-old's hands to easily access the monoshock adjustor with a C-spanner.

Smart electronics
We have no complaints regarding the brakes, however. The front Nissin four-pot jobbies do a thoroughly proficient job, and they're backed up by ABS. The traction control too is a very worthy addition, the three available settings roughly equating to Sport, City and Rain levels of intervention.

The instrumentation is a classy affair; it conveys plenty of information in an attractive, if slightly busy format. Apart from all the usual info, the only thing missing was the ambient temperature – probably a good thing, given the chilly conditions on the day.

Suzuki says the GSX-S750 has class-leading fuel economy, a claim we look forward to putting to the test when we get our hands on a demo bike. At the end of the day, after completing 220km, the trip computer was reading 7L/100km. I'm sure we'll be able to better that with a more comprehensive ride.

Gripes? Only a couple regarding the bike's finish. While otherwise good, the plastic ignition surround looks cheap and nasty and the same can be said of the side stand – it looks like a piece of tubular steel that's been crimped at one end. Both minor irritants in an otherwise stellar package.

But I've saved the best til last, and that's the GSX-S750's price. At just $11,490 plus on-roads, or $12,990 drive away, it's a red-hot deal that will sway many streetfighter buyers. Also in the ballpark is Yamaha's MT-07HO ($10,599 plus ORC), Yamaha's MT-09 ($12,299 plus ORC), Kawasaki's Z900 ($12,499 plus ORC), BMW's F 800 R ($12,990 plus ORC), KTM's 690 Duke ($14,995 plus ORC), and Triumph's Street Triple ($12,990 plus ORC).

It's also considerably less than the GSX-S1000, which is priced at $14,990 plus ORC.

Summing up
While our initial taste of the GSX-S750 was only brief, this little but lively naked bike amply proved its prowess in Victoria. Fun to ride and priced to sell, it thoroughly deserves to take its seat at the ever-growing streetfighter table.

SPECS: SUZUKI GSX-S750
ENGINE
Type: Liquid-cooled, DOHC, 16-valve, in-line four-cylinder
Capacity: 749cc
Bore x stroke: 72mm x 46mm
Compression ratio: 12.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 114hp (84kW) at 10,500rpm
Claimed maximum torque: 81Nm at 9000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular and D-section steel beam
Front suspension: Inverted KYB 41mm fork, adjustable for preload
Rear suspension: Monoshock, adjustable for preload
Front brakes: Dual 310mm discs with radial-mount, four-piston Nissin calipers
Rear brake: Single 240mm disc with single-piston Nissin caliper
Tyres: Bridgestone Battlax Hypersport S21 – 120/70ZR17 front, 180/55ZR17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 213kg
Seat height: 820mm
Wheelbase: 1455mm
Fuel capacity: 16 litres

OTHER STUFF
Price: $11,490 plus ORC
Colours: Metallic Triton Blue/Glass Sparkle Black, Pearl Mira Red, or Metallic Matte Black
Warranty: Two-year/unlimited kilometres
Bike supplied by: Suzuki Motorcycle Australia, suzukimotorcycles.com.au