TEST DRIVE: Suzuki GSX-R750 (2008) – The Neverending Story

Technical indicators

It is necessary to provide the characteristics of the 2008 suzuki gsx r 750, identifying the strengths and weaknesses:

First of all, it is worth noting the excellent power of the 4-stroke engine, as well as the speed it develops - it was not for nothing that the motorcycle was used as a racing vehicle. The ergonomic shape of the model, low weight and dimensions provided Suzuki with good dynamic performance.

The appearance of the Suzuki GSXR 750 as a whole leaves a positive impression - everything in the motorcycle is thought out to the smallest detail, from the reliefs of the plastic lining to the shape of the front fairing.

A reliable hydraulic disc brake system, as well as a soft, adjustable suspension allowed the driver to feel comfortable and confident on various types of road surfaces.

What do we have in stock?

The same engine as the K5-generation GSX-R750 is almost the same as the previous GSR750, but with minor modifications that make it possible to extract eight percent more power and raise peak torque to 81Nm. The maximum power is 114 hp thanks to the new crankcase ventilation system , which has reduced pumping power losses, and 10-jet injectors ensure compliance with Euro 4 economic standards and economical fuel consumption. A new 4-into-2-into-1 exhaust with equalizer pipes provided an increase in low- and mid-range power. A catalytic converter is installed in the exhaust, but there is no valve to regulate the pressure. The exhaust sound is relatively quiet, and the airbox is equipped with three optimized intakes that produce a pleasant sound, especially pleasing while driving. First through fifth gears are lowered for acceleration, and sixth is the same as on the previous GSR. Based on electronic gas with Dual Throttle Valve, three-level switchable traction control, the already mentioned throttle control when releasing the clutch, and automatic idle speed control are implemented. Other features include an easy start system with one press of the starter button and ABS, which I already mentioned.

The GSX-S1000's simple LCD instrument panel is controlled from the left console, allowing you to switch traction control levels from level one (least intervention) to level three (wet/slippery conditions). The dashboard also displays a gear indicator, fuel gauge, trip meters, range and fuel consumption calculator.

Up front there are 41-inch KYB upside-down forks, well balanced with powerful front brakes. The rear wishbone suspension with monoshock absorber provides precise, sporty handling. Both suspensions of the Suzuki GSX-S750 are adjustable only by preload. The 10-spoke cast aluminum wheels are painted black with white trim. Small details include black levers with brake adjustment, LED taillights, transparent turn signals, brake discs with wavy edges, lightweight running boards, and a plow as standard. Unlike the GSX-S1000, the body kit covers the engine a little more.

Advantages and disadvantages of suzuki gsx 750

The advantages of the model include:

• Engine power;
• Build quality proven over the years;
• Stylish design;
• Impressive dynamics;
• Small weight compared to other motorcycles in this class;
• Relevance;
• Comfortable fit;
• Availability of parts.

Among the disadvantages, it is worth noting the need to adjust the suspension, a weak rear brake, as well as expensive repairs. Some novice drivers, having switched to the GSX 750, experience difficulties when cornering, but over time the problem is solved.

Suzuki GSX-S750 test

It has been our long-time dream to experience it. Technically, this review is a year out of date - because we got the 2022 model, but for 2021 it received absolutely no changes, so just mentally replace the last zero with one. Our example comes in Metallic Triton Blue, Suzuki's official racing color, which shines beautifully in the bright sun, but is also available in Matt Black.

It’s no wonder that 750 cc models have a lot of admirers, both classic old-school and ultra-modern: they are lighter than liter ones and, with the right priorities, are just as responsive and nimble, or just as fast. And sometimes at the same time, with skillful work with the left foot. I am one of the fans of this cubic capacity, but I am also familiar with other GSX-S and GSX-R: I had a GSX-S1000, I had a GSR750. I attended the launch of the GSX-S1000 in 2015, rode several GSX-R750s and 1000s from different years, and probably touched a dozen old 750s (and even dreamed of starting a collection at one time).

In short, on the road and on the track I prefer the 750 engines over the 1000, and I’m ready to explain why. I like it when a bike (or its engine) demands the right approach from me. It pulls well at the bottom (though not like the 1000), picks up well, and the gears on it are optimally selected, all that remains is to click them at the right time. It is nimble, has a pleasant intake growl and an angry exhaust roar. I’m now talking about several 750 models at once - the old GSR750, the GSX-R750 K5 series, and the modern GSX-S750 (in the updated Euro 4 version it is a little more powerful, more economical and equipped with a new exhaust). same engine.

Suzuki GSX-S750

At idle, the Suzuki GSX-S750 sounds just great, daring and daring. It takes corners brilliantly, is comfortable in the city, copes well in any traffic and easily drives away from it. In real conditions, more is simply not required, that is, for an everyday road naked bike, the 750 is more than enough.

It has quite good traction at medium speeds, pleasant smooth throttle, excellent throttle response, and in the city it is fun and obedient at the same time. But when you let go of the reins and squeeze out all its 115 horses, then it really captivates! The inline-four revs very high, makes peak power at 10,500 rpm and revs even further, allowing for fewer shifts when you don't need to push it all the way.

The Suzuki GSX-S750 transmission is clear and distinct, its gears are close together, and the only thing missing is a quickshifter. That, and, perhaps, a tuning exhaust - that’s all I would buy for myself if I had the chance to own this motorcycle.

The intake whine sounds old-school, and for good reason - Suzuki has been using this engine since 1985. It has since gone through several revisions, but in its current form it has existed since 2005.

The Suzuki GSX-S750 feels much lighter than its 213kg, it's nimble, shifts much easier than the GSX-S1000 or Katana, and handles just fine. Its geometry gives the highest level of control and clear feedback. Whether you're braking into a corner on the GSX-S750 or flying into a corner without stopping (which is easy with a slipper clutch), the chassis provides complete control and confidence without feeling like a wild, unbridled and uncontrollable beast that is trying to kill its rider. You can really drive the S750 for all your money, if you have the skill, of course.

Suzuki GSX-S750

The 750 is equipped with sportier suspensions than the 1000. They are collected and even tough, and, no wonder, very simple. But what’s surprising is that with almost 100 kg in my equipment, they work as if they were created and tuned just for me. On a good road with sharp turns, powerful trail breaking and exiting corners on powerful gas, they perform just as well as on poor quality asphalt in small villages. It’s scary to think how many people crowd into the courtyard of a house located exactly at the corner of a 90-degree turn on a fairly busy highway - you need nerves of steel to live there. But to my great joy, this turn of the S750 went like a glove.

In general, the Suzuki GSX-S750 is an excellent universal motorcycle: good asphalt suspension, smooth engine running, and does not dry out your hands with vibration or recoil. Despite its modest size, the fit is quite comfortable (albeit a bit wide in the tank), the steering wheel is low, rather narrow, with a comfortable bend and does not require much effort. In general, the ergonomics are, so to speak, old-school: a simple LCD instrument panel, and yet it has everything you need.

Traction control and so on are controlled as standard for Suzuki from the left remote control, simply and tastefully, just the way I like it. The levers are customizable, the remote controls, etc. are located completely standard, the electronics work predictably and clearly. I mostly drove with the traction control set to two, and the ABS on the Nissin brakes handled the emergency braking test quite well. This is a simple and relatively inexpensive motorcycle that has everything you need to get the essence of riding without too much frills.

Suzuki GSX-S750

At the same time, the Nissin brakes themselves are beyond praise: four-piston radial calipers on 310 semi-floating discs at the front. They have excellent initial grip and responsive modulation with excellent stopping power reserves. The rear brake is just enough for cornering and stability. Even if I wanted to, I cannot find fault with the brakes on this motorcycle - even the position of the lever and its shape are optimal and natural.

During normal road driving, there are practically no vibrations, unless, of course, you rev ​​the forced 750 cc engine to the cut-off point. In normal modes it operates softly and smoothly, allowing you to ride hour after hour without fatigue. The seat is comfortable, quite soft but still supportive for sporty, overhanging riding.

The footpegs are positioned optimally: with my 187cm and long legs, it’s a little cramped for me, but I’m not willing to sacrifice an inch of ground clearance in order to sit more freely, and the collected position pleasantly improves handling in corners. The dashboard of the Suzuki GSX-S750 is located somewhat poorly (or simply too small), you have to look closely, the mirrors do not vibrate, but are too small, the side stand did not cause any difficulties. I didn’t ride with a passenger, but the passenger seat itself is very simple - instead of handles, the second person is asked to hold on to the strap or (as we like) to the driver.

The steering wheel turns quite far, which is convenient in the city. Other advantages for city use include an immobilizer and steering wheel lock, as well as a small glove compartment under the seat where you can carry a chain or disc lock. Another nice touch is the automatic speed control, which applies gas when the clutch is released, and the Easy Start function, which allows you to start the engine by simply pressing the starter button and without holding it down. For country trips, there is a 16-liter tank, which gives a good power reserve (consumption is 5 liters per hundred), a conventional fairing on the headlight and small aerodynamic side plastic of pleasant quality. The parts are well fitted, everything looks very nice - black frame, swingarm, wheels, handlebars, yokes, engine, muffler (a completely black exhaust is standard on the motorcycle in the Matt Black scheme, and in blue it has a silver finish) and so on and so forth. laconic blue body kit. The fasteners are traditionally of high quality, and overall the motorcycle gives a very pleasant impression of a good Japanese thing.

The Suzuki GSX-S750 is a really good thing - as an everyday motorcycle, which on weekends is not a shame to ride either on a country road or on a track. It's well thought out and well made, has tons of parts and aftermarket options, and can be outfitted to your heart's content. Or leave it stock!

Brief history of the model

• 1985 - start of production and sales. First generation.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750F.

• 1986 - no significant changes.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750G.

• 1987 - no significant changes.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750H.

• 1988 - restyling of the model. Second generation.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750J.

• 1989 - no significant changes. The limited edition GSX-R750R is introduced.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750K.

• 1990 - restyling of the model. Third generation.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750L.

• 1991 - restyling of the model. Fourth generation.

Model

: Suzuki GSX-R750 (Japan, etc.).
Factory designation
: GSX-R750M.

• 1992 - restyling of the model. Fifth generation.

Model

: Suzuki GSX-R750 (Japan, USA, etc.).
Factory designation
: GSX-R750N.

• 1993 - no significant changes.

Model

: Suzuki GSX-R750 (Japan, USA, etc.).
Factory designation
: GSX-R750P.

• 1994 - no significant changes.

Model

: Suzuki GSX-R750 (Japan, USA, etc.).
Factory designation
: GSX-R750R.

• 1995 - no significant changes.

Model

: Suzuki GSX-R750 (Japan, USA, etc.).
Factory designation
: GSX-R750S.

• 1996 - restyling of the model. Sixth generation
  .

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750T.

• 1997 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750V.

• 1998 - restyling of the model. Seventh generation.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750W.

• 1999 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750X.

• 2000 - restyling of the model. Eighth generation.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750Y.

• 2001 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K1.

• 2002 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K2.

• 2003 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K3.

• 2004 - restyling of the model. Ninth generation.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K4.

• 2005 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K5.

• 2006 - restyling of the model. Tenth generation.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K6.

• 2007 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K7.

• 2008 - restyling of the model. Eleventh generation.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K8.

• 2009 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750K9.

• 2010 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L0.

• 2011 - restyling of the model. Twelfth generation.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L1.

• 2012 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L2.

• 2013 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L3.

• 2014 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L4.

• 2015 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L5.

• 2016 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L6.

• 2017 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L7.

• 2018 - no significant changes.

Model

: Suzuki GSX-R750 (all markets).
Factory designation
: GSX-R750L8.

• 2019 - no significant changes.

Model

: Suzuki GSX-R750 (North America, Australia).
Factory designation
: GSX-R750L9.

• 2020 - no significant changes.

Model

: Suzuki GSX-R750 (North America, Australia).
Factory designation
: GSX-R750M0.

• 2021 - no significant changes.

Model

: Suzuki GSX-R750 (North America, Australia).
Factory designation
: GSX-R750M1.

• 2022 - no significant changes.

Model

: Suzuki GSX-R750 (North America, Australia).
Factory designation
: GSX-R750M2.

Hi all. I’m sitting at work now, there’s absolutely nothing to do, and in order not to fall asleep at the table, I’ll tell you about how I became the owner of a 2000 Jiki 750 (Y).

-nitro-

I opened the season as expected in April on the 400v2 bandit. Before that I drove bandits for 2 seasons, in both the first and second body. I liked driving them, but not so much due to a number of problems =) but besides some technical problems, they also had a main problem: from the traffic lights, all the other motorcycles stared at me, and many cars stared at me after 120 km. When I was once again stared at by the BMW 740, which weighs who knows how many tons, my inner self realized that it could no longer endure such shocks, and in order not to be assed by traffic lights and to experience the real pleasure of street racing, I took a Jika 750.

-Purchasing a jixer-

After selling the bandit and adding some money that I managed to save over the winter, I finally bought it. For 200k at the beginning of the season, this is not an easy task, let me tell you. I went with friends by car to Pushkino to watch a motorcycle. We arrived, I got on it, started it, put it in first, started driving a little along a straight road and decided to turn it a little. Whoops... what an acceleration... Incredible. On the bandit, in 6th gear I was going 170, on this jike it turned out to be 150 in 2nd gear. I was delighted, to put it mildly. Nothing interested me anymore, not my condition, not my clothes, nothing. I forgot everything I wanted to pay attention to.

-First meeting-

The next day we met with the seller in Moscow, paid, got it processed, then with a friend we drove home. We drove around for a bit, and then I was left alone with him, sat next to him and watched for about 15 minutes =) I really enjoyed driving him. At first, I had the gangster four-hundredth habit of revving the gas a lot, and in some corners I drifted a little, which made the bike seem very fierce to me. If it opens all the way, the muzzle is greatly unloaded, and the clip-ons begin to move left/right. I have never experienced anything like this before, I had nothing to do with it =) Why are there gears higher than third? I spent quite a long time explaining.

-Second acquaintance, we undress and touch, go for a ride-

Further acquaintance turned out to be not as sweet as we would have liked. After draining the oil, it turned out that it was no longer possible to screw the plug back in, because... There are no threads in the pan; the plug was hanging on the screw and sealant. They somehow screwed the plug back onto the sealant, filled it with oil, started it up, drove it for a while - it didn’t fly out. A month later, I bought a sump at a disassembly site with the intention of giving it away at the next oil change, but as it turned out later, he doesn’t need it =) He eats up the oil, so all I have to do is add it, this fact really upset me. The next fact that upset me was the bearings in the traverse. You drive 100, let go of your hands and the steering wheel begins to rapidly swing left/right.

One day I decided to overtake three cars through two continuous ones... a beautiful warm summer evening, just how I like it, the weather was beautiful all day, I’m driving along the embankment in front of the house where everything is very familiar to me. I was driving somewhere around 120, I was too lazy to slow down due to the good weather, on this section of the road I just wanted to speed up. As soon as I crossed the first and second solid roads, the steering wheel began to turn from tank to tank... my eyes were probably worth 5 kopecks, just like the people who walked along the embankment and witnessed all this. I was already preparing to fall and get broken when suddenly everything calmed down. Maybe because I applied the rear brake, I don’t know... I probably never had a worse situation on a motorbike, even the one when I flew away from the bandit, covering the door of the Lada with my head; the fact that the window didn’t close there seemed like a trifle to me =))

I won’t talk about the stretched chain; it’s a consumable that I changed pretty quickly.

I don’t hold a grudge against the seller for keeping silent about some of the shortcomings, the price said it all, I just didn’t want to listen.

-outro-

In general, although it has some bugs, I liked the motorcycle, I got great pleasure from riding it. The fastest I drove on the highway was 262, it’s a pity that I didn’t take my passport number 273. The season is already far into the middle, but it seems to me that I still haven’t had time to fully get to know it, I don’t understand some things in terms of management. And cornering on steady gas is a little difficult for me, because the jixer is kind of twitchy in terms of gas. Next season I want to try a 929 Honda, maybe it will teach me how to do all this smoothly and correctly. As for his cruelty, he no longer seems like that to me, now I just think he’s twitchy =) One day we pulled away from a traffic light with an s1000, that’s really cruelty. When it opens my jixer starts to lag very quickly.

Here's the story.

As for the costs for the season, they amounted to about 30k, tires, oils, filters, chain, sprockets. One fine sunny day I wanted to do a rolling burnout and I drifted the metal clutch discs so that they turned black and hardened, I had to buy friction, metal discs and springs for them. So release the clutch all the way when you do this.