Buy one of these: Suzuki GSX-R750Y

The GSX-R750 family tree has some brilliant branches to it as well as a couple of iffy ones. But this is one of the best.

Sports 750s used to be where it was really at: you’d spot them racing in World Superbikes and British Superbikes at the weekend, and you’d ride the road-going one yourself, too. These were the heady days of the 750cc across-the-frame four-cylinder superbike and this was one of the best.

In fact, by 2000 it was almost the only game in town. Okay, so the Kawasaki ZX-7R was still soldiering on, but Suzuki knew (and still knows) that the 750 GSX-R was part and parcel of its history so while other manufacturers concentrated on litre-class and 600cc sportsbikes, Suzuki kept faith with the 750. And we love them for it.

On release the £7849 750Y was £600 cheaper than a Yamaha YZF-R1 and £950 less than the 929 Blade – for some this was enough to sway the decision. For those that were thinking of buying the latest, hot supersport 600 machine, they needed to see the spec of the 750 and it was impressive.

Using data from the Harris/Alstare Suzuki World Superbike race teams, the bike was 10mm longer with a 1410mm wheelbase, but with a 20mm longer swingarm than the previous model GSX-R750 WT/SRAD to aid traction. Weight was down from 179 kilos to 166 kilos, the frame itself was 10mm shorter and the engine was four kilos lighter, 15mm shorter and 8mm narrower.

The important fact was that it made five bhp more at 131bhp. Brakes were different too, with the (still 43mm inverted teles) carrying four-pot Tokicos in place of the troublesome six-potters on the same 320mm front discs. With a smoother look (which did away with the bulbous wasp-tail) the aerodynamics were more slippery too and much more to people’s liking.

Finding a 750Y isn’t too difficult, but the trick is finding a good one. Ordinarily the 2000-2003 GSX-R750 is a well-built machine, but by now many will be adorned with tat – or have suffered a lifetime of abuse.

This means mini indicators, undertrays, silly headlight covers, ignition retarders bypassed and end cans, slow-speed spills – or worse.

Secondly we will use the word ‘abuse’ again. These bikes are going to have been thrashed. Thirdly, Suzuki had improved its build quality by the dawning of the new millennium but soft wheel paint and peeling stickers are sadly part of life on these models.

Price-wise things have been better: 750Y prices are buoyant at the moment, as are prices of many future classics, but you can still find a good one for under two grand. We would suggest you look locally, by word of mouth (avoiding dealers and eBay) and find a tidy one in the popular blue/white Suzuki corporate colours or the later factory-option World Superbike Alstare Corona race replica yellow/purple and keep it standard. Prices are only going to go one way…