Introduction
Introduction
Look up a dictionary definition of a modern superbike, and you'll likely find a picture of a 1985 Suzuki GSX-R750.
Back then, the fully-faired sportbike kickstarted a new genre with its aggressive bodywork and even meaner performance. Flash forward to 2011, and the iconic Suzuki GSX-R750-- positioned between the GSX-R600 and GSX-R1000-- has returned to its roots with a series of performance-oriented improvements and ergonomic refinements intended to make it more relevant than ever.
How does the $11,999 Suzuki GSX-R750 achieve those goals? Read on to find out.
The Goods: Chassis and engine refinements abound
Despite familiar looks (and the Gixxer’s signature blue and white paint scheme), the 2011 Suzuki GSX-R750 packs a host of mechanical improvements.
The heart of the bike, a 750cc inline-4 powerplant, has been retuned for a wider powerband, better throttle response, and a 10 percent improvement in fuel economy. A new four-into-one exhaust pipe achieves cleaner emissions, which flow out of a titanium muffler.
A shorter wheelbase and revised swingarm aids handling, while brakes have been uprated to Brembos at the front, and Nissin units at the rear. Carried over from the previous model are multiple throttle modes (“A” for all-out power and throttle response, and “B” for smoother, softer power delivery), and a speed-sensitive steering damper.
Ergonomic improvements include a re-shaped fuel tank to better accommodate the rider’s legs, and a one degree handlebar lift for greater comfort. Bodywork alterations also result in lower drag. But sportbike riders will most appreciate the functional improvements made to the GSX-R750, which result in a smoother, quicker, and better handling ride that’s also lighter than its predecessor, weighing in at only 419 pounds—an 18 pound improvement over the previous model.
If you’re the type that doesn’t take a sportbike with less than 1,000cc seriously, I defy you to swing a leg over the GSX-R750 and walk away unimpressed.
As with any sportbike, straddling this Suzuki requires a committed, arms forward/legs rearward riding posture, despite its ergonomic upgrades. The engine fires up with a gnarly snarl, and off-the-line acceleration is crisply urgent, even at low rpms.
Peg the throttle, and this bad boy’s raspy four-cylinder screams itself to a 14,250 rpm redline with wheelie-inducing anger. Just for kicks, I explored the upper registers of the powerband in first gear—and saw 86 mph on the speedo. The gearbox feels clean and “clicky,” and upshifts only expose you to more potential for license loss; the GSX-R750 accelerates with ease, eating up tarmac effortlessly. Similarly, braking power is immense, with great feel and short stopping distances the Brembo monoblocks.
The GSX-R750 is equally adept at turning; pitch it into a lean, and it reacts with obedience, changing direction easily and holding a line with confidence. Thanks to the bike’s low unsprung mass, ride quality isn’t nearly as punishing as you might expect—though, coupled with the hunched over riding position, this certainly wouldn’t be our first choice for a long distance ride.
Though it doesn’t have the GSX-R1000’s ultimate engine power, the GSX-R750 is a lighter and nimbler package that offers noticeably more oomph than the GSX-R600.
And perhaps best of all, the 750 runs only $400 more than the 600, with an MSRP of $11,999.
The Suzuki GSX-R750 broke new ground when it was introduced a quarter century ago, and the numerous changes it undergoes for 2011 make it more relevant than ever to riders who prize performance over virtually all other criteria.
Sure, ergonomics have been incrementally increased, but at the end of the day Suzuki GSX-R shoppers are more concerned with wheelie-popping, knee-dragging G-forces (and a bit of style) than almost anything else.
On those terms, the GSX-R750 is edgier and more capable than its predecessor, offering sharp handling, strong braking, and enough acceleration to get you into a heap of trouble with your local law enforcement.
If you like what you see but you’re not a Suzuki person, there are capable alternatives in the upper-middleweight category, including the Ducati 848 and Triumph Daytona 675. But if you don’t mind the Suzuki’s familiarity and are seeking a track-ready steed with race-bred performance, the superbike that all but invented the genre is once again one of the strongest choice in this competitive segment.
Look up a dictionary definition of a modern superbike, and you'll likely find a picture of a 1985 Suzuki GSX-R750.
Back then, the fully-faired sportbike kickstarted a new genre with its aggressive bodywork and even meaner performance. Flash forward to 2011, and the iconic Suzuki GSX-R750-- positioned between the GSX-R600 and GSX-R1000-- has returned to its roots with a series of performance-oriented improvements and ergonomic refinements intended to make it more relevant than ever.
How does the $11,999 Suzuki GSX-R750 achieve those goals? Read on to find out.
The Goods: Chassis and engine refinements abound
Despite familiar looks (and the Gixxer’s signature blue and white paint scheme), the 2011 Suzuki GSX-R750 packs a host of mechanical improvements.
The heart of the bike, a 750cc inline-4 powerplant, has been retuned for a wider powerband, better throttle response, and a 10 percent improvement in fuel economy. A new four-into-one exhaust pipe achieves cleaner emissions, which flow out of a titanium muffler.
A shorter wheelbase and revised swingarm aids handling, while brakes have been uprated to Brembos at the front, and Nissin units at the rear. Carried over from the previous model are multiple throttle modes (“A” for all-out power and throttle response, and “B” for smoother, softer power delivery), and a speed-sensitive steering damper.
Ergonomic improvements include a re-shaped fuel tank to better accommodate the rider’s legs, and a one degree handlebar lift for greater comfort. Bodywork alterations also result in lower drag. But sportbike riders will most appreciate the functional improvements made to the GSX-R750, which result in a smoother, quicker, and better handling ride that’s also lighter than its predecessor, weighing in at only 419 pounds—an 18 pound improvement over the previous model.
If you’re the type that doesn’t take a sportbike with less than 1,000cc seriously, I defy you to swing a leg over the GSX-R750 and walk away unimpressed.
As with any sportbike, straddling this Suzuki requires a committed, arms forward/legs rearward riding posture, despite its ergonomic upgrades. The engine fires up with a gnarly snarl, and off-the-line acceleration is crisply urgent, even at low rpms.
Peg the throttle, and this bad boy’s raspy four-cylinder screams itself to a 14,250 rpm redline with wheelie-inducing anger. Just for kicks, I explored the upper registers of the powerband in first gear—and saw 86 mph on the speedo. The gearbox feels clean and “clicky,” and upshifts only expose you to more potential for license loss; the GSX-R750 accelerates with ease, eating up tarmac effortlessly. Similarly, braking power is immense, with great feel and short stopping distances the Brembo monoblocks.
The GSX-R750 is equally adept at turning; pitch it into a lean, and it reacts with obedience, changing direction easily and holding a line with confidence. Thanks to the bike’s low unsprung mass, ride quality isn’t nearly as punishing as you might expect—though, coupled with the hunched over riding position, this certainly wouldn’t be our first choice for a long distance ride.
Though it doesn’t have the GSX-R1000’s ultimate engine power, the GSX-R750 is a lighter and nimbler package that offers noticeably more oomph than the GSX-R600.
And perhaps best of all, the 750 runs only $400 more than the 600, with an MSRP of $11,999.
The Suzuki GSX-R750 broke new ground when it was introduced a quarter century ago, and the numerous changes it undergoes for 2011 make it more relevant than ever to riders who prize performance over virtually all other criteria.
Sure, ergonomics have been incrementally increased, but at the end of the day Suzuki GSX-R shoppers are more concerned with wheelie-popping, knee-dragging G-forces (and a bit of style) than almost anything else.
On those terms, the GSX-R750 is edgier and more capable than its predecessor, offering sharp handling, strong braking, and enough acceleration to get you into a heap of trouble with your local law enforcement.
If you like what you see but you’re not a Suzuki person, there are capable alternatives in the upper-middleweight category, including the Ducati 848 and Triumph Daytona 675. But if you don’t mind the Suzuki’s familiarity and are seeking a track-ready steed with race-bred performance, the superbike that all but invented the genre is once again one of the strongest choice in this competitive segment.
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