NEIL SUZUKI GSX-S750
THIS MONTH I HAVE MOSTLY BEEN… “Hanging around!”
The GSX-S750 seems to have arrived a little late to the Fast Bikes party and by the looks of it, it’s forgotten to bring a bottle for the host. As I shuffled past Bruce’s ‘Blade SP and BJ’s Gixxer thou’ at FB Towers towards my dust covered naked, I kinda wondered what I’d done to upset the boss…
But, Bruce says that impartiality is a cornerstone of good road-testing (or something) so I thought I’d give the little Suzuki a fair crack of the whip. To look at, and this applies to almost all naked bikes, it’s just not my cuppa. I’m a sports bike fan (or so I thought) and the new GSX-S750’s styling doesn’t really appeal to me. What I would say though, is that almost every person I’ve met, from non-riders to biking veterans has been complimentary about the look of the GSX-S which reinforces my suspicion that I know absolutely naff-all about styling and should be ignored on matters of taste (and decency). I know – it doesn’t sound like I’m being impartial, but I remember from past experiences that I can still enjoy a ride on something I didn’t fancy that much. Like I say, taste and decency aren’t a strong point.
First impressions on the saddle are of a short bike with very close bars; anyone who’s ever ridden a pukka off-roader would be reminded of that upright, commanding seating position. The low clocks and complete absence of any sort of screen make you feel like you’re sitting in the front seat of a roller coaster. Apart from the mirrors, there’s nothing of the bike in the rider’s field of view. Speaking of the mirrors, they give you an excellent visual reminder of how straight your arms are on the bike. I better get used to looking over my shoulder on the GSX-S I suppose.
Like other intro’ or mid-range Suzuki’s the 750 has a ‘low rpm assist’ system. It slightly increases engine tickover as you let the clutch out. It’s hard to tell exactly what benefit it has – you can still stall the bike if you try. Maybe because of Euro 4 compliancy it would be prone to stalling without it, or maybe it’s a bit of a gimmick, I dunno, and forgot it was there after a few miles.
Fairly basic digital clocks display the usual, plus a couple of trips, mpg, tank range and the current three-stage plus ‘off’ traction control system setting. Setting 3 is the most nannying – even moderate lean angles in the dry had the yellow TCS light flashing. Level 2 would also intervene with surprisingly little provocation. But while Setting 1 cuts-in over crests and gravel, it lets you explore rear grip on corner exit to the point of hooliganism. However, if it’s wheelies you’re after, the TCS has got to be off completely.
Rehashing the 13-year-old GSX-R750 K4 engine for this new 2017 GSX-S may have come via the stroke of an accountant’s pen, but within a few miles, it became obvious that it was also a stroke of genius from Suzuki. It would be easy to cite the use of an obsolete sports bike engine as proof that the GSX-S has no place rubbing shoulders with Yamaha and Triumph’s all new three-cylinder bikes. But I’m not so sure. The Suzuki may be a bit lacking in the suspension department compared to the competition, but the old Gixer 750 lump is a real peach.
Retuned to deliver 113bhp at the crank, although some 30bhp or so down on the GSX-R, the GSX-S engine suits the bike beautifully. It’s (just) torquey enough to make for relaxed progress through traffic, but the engine also loves to be revved. Suzuki have redesigned the airbox to deliver a classic inline-four howl that eggs you on to the redline through the lower gears. The gear ratios suit the bike too.
It’s pretty low geared, but with zero wind protection, high speed cruising is going to be a pain in the tits no matter what. Luckily Suzuki guff-brake syndrome hasn’t affected this new model. The four-piston radial Nissins might look like monoblocks, but they’re not – they’re just bolted together from the back. Still, they bite hard into the petal-style discs, with ample stopping power for this type of bike.
As a package, the GSX-S is winning me over, with better suspension and a remap to improve the slightly choppy low-rpm throttle response, I think we’re going to get along pretty well.