Suzuki GSX750F

When it comes to forking over the readies for a motorcycle, sex and speed are big sellers. Though practicality is what you use to justify or sell the idea to your spouse.

Suzuki's GSX750F gives a bit of each cake. Anything that can do an honest 220kmh, and lunch just about anything with four wheels in the red light drags, has a fair bit going for it in my book. If it can do most things comfortably, including hauling the weekend luggage along on a decent trip, then it's worth a look.

Who's if for?
Put high-profile tackle like GSX-Rs and R1s aside for the moment, and you'll discover there's a fair selection of classic UJMs (universal Japanese motorcycles) still lurking around showroom floors. The Eff is one of them.

It's pitched, in my opinion, at people who use one bike for day-to-day duties, including commuting, with a little sports riding and touring thrown in. The intention justifies the UJM tag. Pricing is keen -- $10,790 plus the usual on-road costs -- $800 up on the ask for the old version in 1996.

What is it?
Using a mix of bits from the first GSX-R750 (powerplant) and GSX600 (frame) from the mid-eighties, the inaugural generation of this bike was launched late 1988 at $7999. Up till now, there have been few changes. Other than the odd refresher for the paint scheme.

This time around we get some significant alterations in the engine department, with the most obvious being a swap of bore and stroke dimensions (73 x 44.7mm to 70 x 48.7), plus a slight drop in compression from 10.8:1 to 10.7:1. The move towards a longer stroke powerplant is unusual and suggests an attempt to give a broader spread of power at risk of losing some peak performance.

The chassis has avoided massive change. The front tyre has been bumped up from a 110 to 120 section (with a lower 70 series profile), presumably for access to a better choice of current rubber, and that's about it.

Most obvious of the changes are in the styling. Completely different bodywork is on board, giving a more 'organic' look. Compared to the old bike, which was conservative in the extreme, it's a shock. Curves at every corner, a unique 'bee sting' tail-lamp, front indicators moulded into the fairing in a ZZ-R kinda way and owl-like twin headlights that give the machine a constantly surprised look.

There's some nice touches, such as good accommodation for luggage straps, under-seat storage and a single stainless muffler.

What has me tossed is the blank dial at the bottom right of the dash, lit but with nothing more than a Suzi logo in it. Did the designers decide against a gauge at the last minute?

A bit of fang
It's years since I've ridden this model, nine in fact. That I turned down offers of an R1 and R1100S, and relinquished the keys to a TL1000R to do it, suggests either an unusual dedication to duty, or a twisted sense of curiosity.

The ride home was a bit ho-hum, as the Eff tooled through the traffic and did nothing to either upset or inspire the pilot. Despite some overseas comments, I like the headlamps. Not big on penetration, but a nice spread of light if you keep the speed sane.

It was the next day I applied a bit of fang factor and was pleasantly surprised. With some 12 grand of revs in hand, the bike asks for wally and responds pretty well.

Performance is good enough, with a healthy mid-range and reasonable low-end. Upper rev performance is enough to concentrate the mind, but don't plan on breaking any lap records.

Transmission and clutch are faultless.

Suspension is okay, with enough adjustment to get a reasonable all-round result. Our bike tended to 'pack down' a little at the front under brakes, though backing off the rebound damping fixed that.

The back end handled solo and two-up riding well enough, and would reward setting up for your own needs. All up, the suspenders scored well.

The riding position is good and works with the unobtrusive protection offered by the fairing. There's a longish reach to the handlebars when compared to current offerings, while the seat is low and legroom sufficient for tall people. Try it out for size.

Pillions will appreciate the very good grab handle. A little legroom has been sacrificed for the mildly upswept pipe, and the passenger sits a lot higher than the pilot.

Front brakes are two-piston items working floating discs and, though using a lot of lever travel, do their job in a user-friendly way with a little practice.

Middleweight pigeons
Suzuki may have thrown a cat among the middleweight pigeons with this bike. It's priced $200 under the Yamaha Fazer (reviewed this issue) and the 800 clams over the Honda Hornet (ditto).

When I raised this at the salt mine, track-riding freak Marty Port countered that the Suzi weighed substantially more (200 dry claimed) than the 600s and only had a couple of horses extra on the dyno (85ps at 9500rpm).

With him so far, but not convinced. The physically bigger bike will appeal to some (certainly not all) and, if you're able to handle the weight, it will only show as a disadvantage at the extreme end of sports riding. On the open road it has the potential to smooth things with its sheer momentum.

For the numbers freaks, the GSX has a torque curve delivering 5.2kg-m at 4800rpm, building to 6.5 at 9800, and still hovering around 6.0 at 11,500. It's a graph that says get into the midrange if you want to make the most of the package.

With all the powerplant alterations the peak torque arrives at exactly the same spot as the earlier model, though helpings of same arrive sooner. Peak power also chimes in 900rpm down the revcounter scale. Which is a long way of saying it's more user friendly for those who aren't confirmed throttle-jockeys.

There's a fuel range of around 320km, and a degree of comfort, so it has the potential to handle long trips well.

Mr Practical? Or Mr UJM? Nine years ago I said of its predecessor, "There isn't anything sensational about it. During our stint, the GSX simply did everything well, if not spectacularly...it's value for money." Different bike, same story.

Story: Guy Allen