Suzuki GSX-S750
Suzuki’s first middleweight offering in India
What’s particularly enticing about the sub1,000cc segment is its approachability. The assurance of litre-class styling minus the fierce performance. Although, litre-class styling does have its downsides. A trackfocused super sport makes for perfect ergonomics to go fast on a track but a wrist-wrecking, back-breaking ride for the streets. The solution? A streetfighter and that’s where Suzuki has played it smart.
The GSX-R750 is new for 2018 and a full fairing is a sure shot hit in India right? Wrong. The category of riders buying these motorcycles are more researched thus mature enough to understand the significance of various motorcycle categories. Most of them are also stepping up to the “big bike” game so the focus is to get accustomed to a bigger power output and a whole new set of bodily reflexes. And what better than to have the comfort and versatility of a street-naked. All the performance minus the discomfort. Thus instead of bringing in the fully faired version, Suzuki chose the streetfighter GSX-S750 instead.
The new GSX-S750 takes aggressiveness to a new level. That’s as far as styling is concerned. Sharp lines are most noticeable in the tank section, the highlight
of the GSX-S750’s massive front-heavy looks. The fuel tank shroud extends down to the radiator with the help of chiselled tank extensions giving the motorcycle a butch appearance. Mass centralisation was a key focal area in this design as the mid section of the motorcycle was intended to look heavy and muscular. The compact head lamp and sharp tail section are a contrast in the otherwise brawny design, complementing as well as eliminating some that visual mass from the centre of the motorcycle. In the day and age of LEDs, we would have liked Suzuki to have employed an LED headlamp but the technology upgrade was saved for the more important parts.
Suzuki’s middleweight uses a 749cc in-line four engine that’s based on the 2005 GSX-R750 supersport although with time, it has seen many upgrades. In its latest iteration, this engine now gets vent holes in the crankcase to reduce pumping losses, new fuel injectors and shorter gearing for improved acceleration. Suzuki has also em- ployed their Low RPM Assist system which prevents the motorcycle from stalling at slow speeds by keeping the revs up to the minimum required RPM. We got a chance to test that while dropping speed in third gear and the engine maintained a minimum 1,500rpm to keep rolling without judders. Speaking of judders, this engine is one of the smoothest 4-cylinder units that we’ve ridden and this comes as a surprise for a motorcycle that looks fairly intimidating. Unlike the aggressive looks, the GSX-S750 comes as a surprisingly friendly motorcycle. The throttle response is linear, gentle even, making the power delivery predictable and this will be a boon for new riders. If at all, there’s a slight jerk when attempting to cracking open the throttle, the only glitch in an otherwise seamless power delivery.
Despite the 215kg kerb weight, the S750 handles so easily that it doesn’t take long to build confidence in riding the motorcycle harder. The S750 tips into corners easily, without making its
MASS CENTRALISATION WAS A KEY FOCAL AREA IN THIS DESIGN AS THE MID SECTION WAS INTENDED TO LOOK HEAVY AND MUSCULAR
weight felt. It proved to be agile and accurate in its handling capabilities around the Buddh International Circuit. Although, the smooth surface didn’t test the capabilities of the suspension, the GSX-S750 remained poised and soft in its damping ability on the track. When it was time to drop the anchor, the ABS-equipped petal discs performed flawlessly, with the 310mm front stoppers offering impressive feel.
THE S750 TIPS INTO CORNERS EASILY, WITHOUT MAKING ITS WEIGHT FELT. IT PROVED TO BE AGILE IN ITS HANDLING