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Suzuki GSR 750 naked model

was first presented in 2010 at the Intermot exhibition, and went into production at the beginning of 2011. The Suzuki GSR 750 replaced the Suzuki GSR 600, which, although it gained some popularity in the world, did not become a full-fledged flagship in the naked class. In addition, from the experience of competitors, it was clear that buyers were increasingly giving preference to 750 cc models, where Kawasaki with the naked Z750 and Yamaha with the new FZ8 model occupied the lion's share of the market.

Suzuki GSR 750 in the North American market was sold under the name - Suzuki GSX-S750

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The Suzuki GSR 750 was based on the engine from the 2005 Suzuki GSX-R750 sports model, which was significantly redesigned to suppress the “top end” and increase traction at low and medium speeds. As a result, the engine began to produce 106 hp. power and 80 Nm of torque - a standard indicator for motorcycles of this class and cubic capacity. Maximum motor performance is achieved at 9000-10000 rpm.

Unlike the “little brother” GSR 600, the new Suzuki GSR 750 has a more aggressive appearance, a combined steel frame combining sections from round and D-shaped sections, an inverted KYB fork, a new exhaust system and increased to 17.5 l fuel tank.

In 2012, the Suzuki GSR750 model received versions with ABS, which became mandatory in the European market.

2016 was the last year of production of the model, after which it rolled off the production line, offering the market a new generation of GSR750 under the name Suzuki GSX-S750.

Suzuki GSR750 modifications:

• Suzuki GSR750
  is the regular version.
• Suzuki GSR750S
  - version with body kit (windshield, radiator protection, carbon body elements).

The main competitors of the Suzuki GSR750 in the class:

• Kawasaki Z750 / Kawasaki Z800
• Yamaha FZ8
• Honda CB600F Hornet (2007-2012)

Brief history of the model

• 2011 - start of production and sales of the Suzuki GSR750 model.

Model

: Suzuki GSR750 (Europe, Australia, Japan);
Suzuki GSX-S750 (North America). Factory designation
: GSR750L1.

• 2012 - the appearance of modifications with ABS (included as standard equipment in the European market).

Model

: Suzuki GSR750 +ABS (Europe, Australia, Japan);
Suzuki GSX-S750 +ABS (North America). Factory designation
: GSR750L2; GSR750AL2.

• 2013 - no significant changes.

Model

: Suzuki GSR750 +ABS (Europe, Australia, Japan);
Suzuki GSX-S750 +ABS (North America). Factory designation
: GSR750L3; GSR750AL3.

• 2014 - no significant changes.

Model

: Suzuki GSR750 +ABS (Europe, Australia, Japan);
Suzuki GSX-S750 +ABS (North America). Factory designation
: GSR750L4; GSR750AL4.

• 2015 - no significant changes.

Model

: Suzuki GSR750 +ABS (Europe, Australia, Japan);
Suzuki GSX-S750 +ABS (North America). Factory designation
: GSR750L5; GSR750AL5.

• 2016 is the last year of production.

Model

: Suzuki GSR750 +ABS (Europe, Australia, Japan);
Suzuki GSX-S750 +ABS (North America). Factory designation
: GSR750L6; GSR750AL6.

Development Basis

Therefore, the development of the new bike rolled on different rails - from smaller (GSR 600) to larger . Released in 2011, the motorcycle did not sell very well, so it lasted on the assembly line for only 5 years, and was discontinued 2016 No changes were made to the design.

Almost immediately it was clear that the “child” was not a survivor, and applying some innovative solutions to try to resuscitate him was considered a futile undertaking. Only to comply with European standards, ABS began to be installed in 2012.

Specifications

Technical characteristics of Suzuki GSR 750:

Driving performance,

The maximum speed of the motorcycle is 250 km/h . As usual for a naked bike, after reaching 150–170 kph, the headwind begins to interfere.

• Comfortable cruiser - 100–120 km/h .

Acceleration (dynamics)

Despite the impressive weight of 210 kg (with ABS installed - 213 kg ), the bike accelerates quite quickly . From zero to 100 km in 3.5 seconds .

Fuel consumption

Consumption, according to the manufacturer’s documentation, is 5.5 l. per 100 km . The average distance on one gas station is 300–350 km .

Reviews

Reviews about Suzuki GSR750:

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The Suzuki GSR750 does not amaze or shock - it is a very ordinary city motorcycle, a mass product designed for a pragmatic European consumer with a sense of taste. But it is also a multifaceted prism, the color of which changes depending on the angle from which you look at it. On the one hand, there is an excellent engine, the settings of which will suit both a beginner and a rider with pretensions, a successful design, and easy and “transparent” handling. On the other hand, there are terrible brakes, some deliberately cheap parts and components, and the actual “single-seater” of the motorcycle.

I didn’t like the new GSR 750 at all))) the chassis, in addition to the fork, is a full budget, the swingarm is finally tinny, like on a sabotage Yamaha), and the frame is flimsy) the brakes are terrible, considering that on the GSR 600 (they are from Jixer there) they are not 5k), The new one definitely doesn’t handle as well as the 600ka, but on the track it’s exactly the same. There’s probably a crisis - but be that as it may, it’s not worth saving on the frame and swingarm) +sy - a beautiful shell and the engine is probably normal, but I definitely wouldn’t take one like that) by the way, last season I had a chance to ride an FZ8, mixed feelings - the steering wheel is painfully wide , the footpegs are lower than those of the GSR and are located closer to the front, in short the landing is less sporty, or rather quite classic), the feeling is more “sofa”, but on long trips you will probably get less tired than on the GSR, in corners it’s okay, but the engine seemed to me even weaker than on the 600m GSR, smoother, although it seems to be torquey, I thought it was because of a defect, the GSR has 3 parts in stock and there is a bad one, then I sat back on my GSR with the suspensions tightened almost all the way, the GSR on his background seemed sharp and hard...

Modifications

The bike does not have its own modifications, but the user was offered a choice of configurations.

Suzuki GSR 750.

Suzuki GSR 750 S.

Suzuki GSR 750 is a basic naked bike.

Suzuki GSR 750 S - basic naked + additional body kit:

• radiator protection;
• carbon in design;
• windshield, etc.

and competitors

The situation with competitors was as follows. In addition to the above-mentioned FZ8 from Yamaxa, Honda presented its legendary Hornet - the third generation CB600F, and Kawasaki gave birth to two models at once - the Z750 and Z800. The second successor to the first.

external reference

• Suzuki GSR750 / GSR750 ABS / GSR750 ABS MotoGP at Suzuki UK
• Suzuki GSXS750 / GSXS750Z at Suzuki USA
• Suzuki GSR750 (2011-on) review

Features of Suzuki GSR 750

The motorcycle looks much lighter in appearance than it actually weighs.

Among the features of the bike were noted:

• injector + SDTV;
• sports-type motor, tuned for beginners;
• upside-down fork;
• bad brakes;

As some users noted, it is better to admire the motorcycle from afar - so as not to see its budget and savings on all the details.

Suzuki GSR750: Test drive from Motorreview

The idea and essence of the new Suzuki is simple and uncomplicated, like the life values ​​and ideals of a 13-year-old teenager who discovered the amazing and exciting world of relationships with the opposite sex. Actually, there is no idea at all: just a relatively inexpensive city motorcycle with a friendly, but not devoid of “spark,” inline 750 cc 4-cylinder engine and an attractive “200 horsepower” design.

The keywords “inexpensive” and “attractive” are the main guidelines for buyers. The device was created in defiance of the recently debuted Yamaha FZ8 and the veteran of the class Kawasaki Z750 and is in many ways similar to its competitors. But what makes the Suzuki GSR750 , and why can you love this motorcycle?

Suzuki GSR750 looks impressive! As usual, I will modestly refuse to evaluate the design and allow myself only two comments: externally, the motorcycle seems much lighter than it weighs in harsh reality, and it is better to look at it from ten meters away. Because up close it becomes clear where and how Suzuki has saved a “couple of matches”: for example, on the ugly metal pendulum of the rear suspension or the monoshock absorber itself, on the steering wheel and ignition switch... However, these small “troubles” are not at all critical and cause a feeling of some disgust only among particularly experienced motorcyclists.

Suzuki’s “economical economy” did not bother me - as you know, you only meet people by their clothes, and if the concern had “ennobled” the Suzuki GSR750 with first-class components, the device would have cost an order of magnitude more. True, the same Yamaha FZ8 looks better and does not evoke the feeling “It seems that I was deceived somewhere...”, but this is a topic for a future comparison of models.

The ergonomics of the Suzuki GSR750 are very ambiguous and, I would say, are not for everyone. The rider's footpegs are positioned high, which may make this naked bike uncomfortable for tall riders. I fit perfectly into the exterior of the motorcycle, and my knees easily fit into the recesses on the gas tank - like two elements of a mosaic being connected. The Suzuki GSR750 creates a “sporty” stance, which is not bad at all for city driving - I think hardly anyone considers new products from Suzuki as a tourist “liner”...

If you are bored and sad while driving a motorcycle alone, and you are used to riding with a passenger, then either forget about the Suzuki GSR750 , or say goodbye to the “second number”. Although after several test rides on this naked Suzuki , it will most likely say goodbye to you... I’m not talking about 17-year-old “marmazettes” sitting on the “perches” of sportbikes and squealing with pleasure when the courageous and silent “uncle motorcyclist” opens "gas" and rushes along the evening avenues - these brainless creatures will rejoice at the Suzuki GSR750 , like the new issue of a glamorous magazine about false nails, eyelashes and other artificial body parts. People in the passenger seat of the new Suzuki will feel uncomfortable: they only have to hold on to the pilot with their hands, and this is also uncomfortable. In general, like many motorcycles in this class, the Suzuki GSR750 is a toy for egoists.

The engine of the Suzuki GSR750 is the best part of this motorcycle and its strong point. Moreover, “strong” in the literal sense of the word: on the dynamometer the device showed 96 hp. on the wheel, which is 106 hp declared by the manufacturer. on the shaft - a very good and traditionally fair indicator for Suzuki.

Suzuki GSR750 inline 4-cylinder engine is an upgraded powerplant of the Suzuki GSX-R750 . This knowledge, like a “heavy” Swiss bank account, should give the owner of a naked bike the pride of a peacock and the self-confidence of an African rhinoceros, because the letter combination GSX-R has real “street magic”. But in reality, the Suzuki GSR750 is not just the result of a small modification, but the product of a global redesign. And there are more differences than similarities between the power plants of the “donor” sportbike and the recently debuted naked bike.

Actually, the relationship between the two engines is only in the design of the crankcases and almost identical displacement. But their dimensions, power system, compression ratio and characteristics are different! Suzuki GSR750 engine has a lot of cost reductions and simplifications: the valves are not made of “space” titanium, but steel, the clutch is regular and not slippery, the exhaust system is simpler...

Suzuki concern did not skimp: after all, these are not just useful systems, but also an image and reputation. Moreover, all the “abbreviations” were invented long ago and “tested” on the Suzuki GSX-R750 - which means there is no additional funding for development, which would affect the final cost of the motorcycle. SDTV, PAIR, SET and ISC are our old friends, which today can be found on almost every Suzuki .

One has only to look at the diameter of the exhaust pipes of the Suzuki GSR750 , which resemble straws in a milkshake, and it becomes clear why, albeit heavily redesigned, but still related to the Suzuki GSX-R750 , the engine “dropped” from 150 hp. to a “humiliating” 106 horsepower. The diagnosis of Alexander Shklyarik, a “minister of the cult of power” and a dynamometer specialist at the Multipass workshop, was accurate and unambiguous: asthma in an advanced stage. Fortunately, this is easy, but expensive to treat by replacing the exhaust system.

But all this is lyrics. While driving, I somehow didn’t really think about what, how and why worked in the Suzuki engine, but simply enjoyed its responsiveness to the movement of the gas handle and the acceleration dynamics, excellent for a motorcycle of this class. Despite the fact that the power of the Suzuki GSR750 is much less than the power of the Suzuki GSX-R750 , the torque of the engines is almost the same - 86.3 Nm at 11,200 rpm. for the sports model and 80 Nm at 9,000 rpm. at the naked one. In fact, this means that the Suzuki GSR750 can move off without any problems even in third gear, that as soon as the rider turns the throttle, the naked Suzuki quickly and controllably “teleports” from point A to point B - the motorcycle makes you fall in love with its friendliness and moderate “wildness”, and this is a rare combination of qualities today!

Alas, the downside of this Earth satellite is a certain impersonality and “flatness”. Smooth delivery of power and torque, traction in almost the entire operating range, some semblance of “life” at high speeds... Nothing memorable or outstanding. However, this is how the engine of an ideal city motorcycle should be.

Suzuki GSR750 gearbox are identical to those of the Suzuki GSX-R750 . The rest of the gears are different - as is the main attitude. I liked the ease of movement of the gearshift lever, which, coupled with the “soft” and “transparent” clutch, significantly simplified the life of my left hand and leg during my “exciting journeys” through the capital’s traffic jams, in which in a day you can easily wipe out your left glove and motorcycle boot on the controls...

The chassis of the Suzuki GSR750 is made according to the principle “Not much, not little”: a steel frame, a steel swingarm, an almost non-adjustable inverted fork and a simple monoshock absorber - a completely sufficient set for city driving. The main thing is that it all “works” and, moreover, very well! The only question is whether you are ready to put up with the “technical backwardness” of the GSR chassis - after all, competitors have a more technologically advanced chassis: for example, the Yamaha FZ8 has an aluminum alloy frame and a swingarm of an original design, which seems to glow with the golden inscription “Very Expensive!”... But, as they say, this is on paper - in reality, the chassis of the Suzuki GSR750 is no worse than that of its classmates!

It is pleasantly surprising that the Suzuki is very simple and easy to operate. The factory suspension settings are traditional for motorcycles in this class: something between “soft/comfortable” and “hard/sporty”. Alas, it is unlikely that it will be possible to change the “alignment of forces” - both the fork and the monoshock absorber are adjusted only by spring preload, and these manipulations do not greatly change the “look” of the chassis. Although I was quite satisfied with the settings of the Suzuki GSR750 , and my shaking hand did not reach for the wrench.

The main and, one might say, the only complaint about the motorcycle is the disgusting brakes! Suzuki engineers saved in vain on them : how it was possible to install 2-piston (!) front calipers on a 210-kilogram, very dynamic city motorcycle, which probably saw the reign of the Tokugawa, I cannot understand. At first, after pressing the front brake lever, nothing happens, then the ancient Tokicos “come to their senses” and slowly begin to stop the GSR. Moreover, the longer the motorcycle slows down, the more intensively it does this, although the pilot does not press harder on the lever! It’s as if the brake pads are gradually “biting into” the discs! In other words, there is no feedback. In general and completely. Unfortunately, the rear brake is also far from being a role model.

The Suzuki GSR750 does not amaze or shock - it is a very ordinary city motorcycle, a mass product designed for a pragmatic European consumer with a sense of taste. But it is also a multifaceted prism, the color of which changes depending on the angle from which you look at it. On the one hand, there is an excellent engine, the settings of which will suit both a beginner and a rider with pretensions, a successful design, and easy and “transparent” handling. On the other hand, there are terrible brakes, some deliberately cheap parts and components, and the actual “single-seater” of the motorcycle. The new Suzuki naked is like a black rose, in which some see an emblem of sadness, while others see it as a symbol of new beginnings and everything unusual and new. I prefer the second one.

get the Suzuki GSR750 to wheelie in second gear. Only with the first one, of course, with the help of the clutch and at strictly defined speeds! The algorithm is as follows: first gear is engaged, the tachometer should show from 4000 to 5000 rpm - and then everything is as usual. Squeeze the clutch, increase the speed, throw the left lever while simultaneously adding gas, and the naked Suzuki cheerfully and quite easily rises to the rear wheel.

Two nuances. The gear ratio of the first and second gears of the Suzuki GSR750 is exactly the same as in the gearbox of the sports Suzuki GSX-R750 , and this makes the behavior of the naked bike very “sharp”. Suzuki , rather than 45-teeth, like on a sportbike, slightly “lengthens” the gears and prolongs the pleasure of riding on the rear wheel. The second point is that after purchasing a motorcycle, do not forget to check the tire pressure! Until I reduced the pressure in the tires of the test Suzuki GSX-R750 from three to two transport ones, for some reason the device did not want to perform wheelie - the rear wheel only slipped, leaving black stripes of burnt rubber on the asphalt.

Before going to the karting track, I looked at the steel frame and primitive suspension of the Suzuki GSX-R750 with arrogant disgust - they would have carved a motorcycle out of wood!.. Several sessions on the track radically changed my attitude towards this motorcycle.

In corners and deep leans, the GSR gives the rider complete control of the situation. No meanness or surprises from the “And then we swam…” series. The chassis of the motorcycle and its every movement are felt almost at the molecular level - everything is so “transparent” and predictable. The Suzuki GSX-R750 moved surprisingly easily and simply from one turn to another, as if it were not a 210-kilogram road machine, but a lightweight 600 cc naked bike with a more advanced chassis.

After several warm-up laps, the stock Bridgestone Battlax BT-016 tires reached operating temperature and firmly “stuck” to the asphalt. The main thing here is to wait for this sweet moment, otherwise there is a chance to end the track day by ingloriously and disgracefully killing the motorcycle in the first turn...

Unfortunately, not a single good word about the brakes! No feedback, no efficient operation - and even with my far from record speeds, the potential of the Suzuki GSX-R750 was sorely lacking.

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