Suzuki GSX R750

My words in AMCN's giant Master Bike feature back in May earlier this year (Vol 51 No 22) still hold true after recently revisiting Suzuki's GSX-R750 - albeit a yellow and black version rather than the red and black variation I rode at Master Bike. And what were those words?

"Underrated and overshadowed spring to mind when I think of Suzuki's GSX-R750. Overshadowed ever since big brother 1000 lobbed on the scene at the start of 2001. And underrated because the GSX-R750 is 'only' a 750 in a sportsbike world dominated by either the litre brigade or 600 Supersport. The 750 class has seemingly been left in no-man's land."

LESS IS MORE?
A couple of weeks with Suzuki's 'forgotten' sportsbike has done nothing to change my mind - sometimes less can in fact be more, and the 'bumble bee' testbike has proven a firm favourite around Horror HQ.

Of course that should come as no surprise, as Suzuki's GSX-R750 came very close to winning AMCN's Motorcycle Of The Year in 2000, edged out by Yamaha's YZF-R1 - just!

What told against the GSX-R750 back then was that AMCN sampled a couple of testbikes, and both had a 'wooden' feel to their front brakes and a rear shock the got a bit hot and bothered in the heat of battle - especially with ex-AMCN staffer and A-grade Supersport rider Martin 'Prettyboy' Port giving the bike a thorough workout at the bike's Aussie launch at a bumpy Norwell circuit in Queensland back in June 2000.

It seems AMCN's testbike back then may have had some problems with its front rotors/pads, and a shock that became aerated.

No such dramas with the latest testbike though, despite Sam 'Superstock Superstar' Maclachlan giving it a solid workout at Winton Raceway (a much smoother track than Norwell), or Russell and myself having a good gallop over typical Aussie backroads.

There were no such problems with the GSX-R750 sampled at Master Bike either - if brakes or shock were going to wilt, then Almeria would have shown up any weaknesses, especially with the Euro loonies on board.

THOROUGH REVISION
Incidentally, don't be fooled by the ongoing GSX-R750 moniker, something which has been around since 1985. The 2000 version referred to above heralded a major makeover for a model which had last copped a thorough revision with the 1996 GSX-R750T.

Yeah, I know the 1998 GSX-R750W copped fuel-injection, but the 'T' was really the start of the current 'high-performance' GSX-R750 direction. Anyway, I digress.

As a do-everything sportsbike, it's hard to go past the 750 - even if the three-quarter-litre sportsbike category seems all but dead and buried. The fact that the GSX-R750 finished as best 750 four in the 2002 Superbike World Championship (with Gregorio Lavilla) underlines that it's top of its class. Although realistically it means little in what has become pretty much a battle of the V-twins.

FAST COMPANY
As a sports roadbike or weekend rideday weapon though it's a different matter, with the 750 offering more power than a 600 Supersport, but less 'terror' than a 1000.

Want proof? The GSX-R750 was the fastest bike around Spain's Almeria circuit at Master Bike (see separate panel), edging out its 1000cc big brother by just 0.067sec with a best lap of 1:45.706, set by Motociclismo tester and ex-500GP privateer, Fernando Cristobal. The GSX-R750 had taken the Master Bike title in 2000 as well, so it was no fluke.

In fact, of the 12 riders at Master Bike, four set their fastest laptimes aboard the GSX-R750 - Cristobal, ex-500GP racer Barry Veneman, Jorg Schuller and Alberto Pires.

And just to refresh any memories of readers of that Master Bike comparo, six of the 12 Master Bike testers actually chose the GSX-R750 as their pick of the bunch.

"The Suzuki GSX-R750 is my choice, because it is the best compromise for the Almeria circuit," said Gerhard Lindner.

"I can't decide between the Suzuki GSX-R750 and the Yamaha YZF-R6, because the emphasis at this track (Almeria) is so much on the chassis," opined Swede Christer Lindholm. "You simply can't use all the power of the 1000s at this circuit. However, the YZF-R6 gearbox and brakes aren't as good as the GSX-R750's."

"My choice is the Suzuki GSX-R750 because it's easy to ride and the perfect compromise," added Jorg Schuller.

Spanish gun Fernando Cristobal, who recorded the fastest laptime, agreed: "The Suzuki GSX-R750 is my choice, as I could use the gearbox all through the circuit. I could carry more corner speed on the 750 than the bigger bikes.

"The 1000s have got too much power, and the gearboxes of the YZF-R1 and 998R didn't suit Almeria all that well," added Cristobal.

"I like the Suzuki 750, because it allows me to exploit my level of riding ability due to the balance between its engine, brakes, handling and my ability," commented Alberto Pires. "I am more able to realise my potential on this bike."

It's something Markus Lehner agreed with: "Suzuki's GSX-R750 has the best compromise of everything, and it has no weakpoints. More powerful than a 600 Supersport, but easier to ride than a 1000."

PERFECT ENGINE
Admittedly, the GSX-R750 had pretty much the perfect engine for Almeria. It had usable power without being intimidating like the 1000s, but more power than the Supersport bikes which demanded high cornering speeds and precise lines. Mmm, sound a bit like your favourite Sunday scratching road does it?

The 750's gearbox is also a good one, with seemingly the right gear and the right revs for every corner. And the testbike continued the GSX-R trait, with a light and positive action, both with the gearbox and the clutch.

Stable, nimble, quick steering - the 750 is hard to fault as a sportsbike. Like most race-replica bikes though, the riding position of the GSX-R750 is a little cramped for my lanky and torso.

GIANT KILLER
I can't help but think of Jeremy McWilliams' giant-killing qualifying performance at Phillip Island's grand prix when I think of the GSX-R750.

Like the lighter and less powerful Proton three-cylinder two-stroke, the GSX-R750 will embarrass many larger bikes in the right hands.

High corner speeds, a top-end surge to 14,000rpm that nearly matches the litre-class bikes , a well-balanced chassis with ideal weight distribution and light controls makes for a fine sportsbike.

In fact, up until last year's tyre-shredding 1:43 lap of the Island by Adam Fergusson on AMCN's dead-stock GSX-R1000 testbike, AMCN's testbike lap record was held by Suzuki's GSX-R750. In fact, the GSX-R750 is still the fastest bike around the Island with an AMCN staffer in the saddle (as opposed to a gun guest tester like Fergusson).

And the GSX-R750 is an enjoyable weekend fang bike as well. It's got enough grunt to get out of corners without having to use the gearlever like a flipper, but not so much grunt that you end up gun shy of using the twistgrip. It's a fun bike to ride hard - real hard, such as at Master Bike. And there's good feel at the throttle with the upgraded fuel injection system introduced in 2000 (over the 1998 system).

In fact, there's very little to fault with the GSX-R750. There's adequate protection from the elements for everyday road use, plus some niceities like ocky attachment hooks and the option of a pillion seat or tailpiece. Good mirrors, a powerful headlight, the list goes on.

If anything, I reckon the styling is probably getting a little dated against the latest offerings like CBR600RR or YZF-R1 or ZX-6RR.

At $16,390 though, the GSX-R750 certainly offers plenty of bang for the bucks - it's $2000 cheaper than the GSX-R1000, but $2000 more expensive than the GSX-R600. As Master Bike 2002 proved though, the 750 is arguably faster than both in the right circumstances.