Suzuki GSX-S750

suzuki’s lat­est naked mid­dleweight is not just fun but also very ap­proach­able

Bike India - - CONTENTS - STORY: ANOSH KHUM­BATTA PHO­TOG­RA­PHY: SAU­RABH BOTRE

Suzuki have had a strong pres­ence in the in­dian pre­mium bike mar­ket and their flag­ship hayabusa has found many tak­ers in the sub­con­ti­nent. Other im­ported of­fer­ings from the Ja­pa­nese com­pany in­clude the be­he­moth M1800R in­truder cruiser, the ad­ven­tur­ous v-Strom 1000, the track-fo­cused GSX-R1000, and its naked, litre-class cousins, the GSX-S1000 duo. Suzuki had so far ne­glected bik­ers look­ing for en­try-level pre­mium bikes at a rea­son­able cost, but all this changed last week with the launch of the GSX-S750.

Tak­ing de­sign cues from the larger GSX-S1000, the 750 is def­i­nitely an at­trac­tive mo­tor­cy­cle. The sharp head­light and twin po­si­tion lights, en­sconced within that ag­gres­sive bikini fair­ing, give this mo­tor­cy­cle a strik­ing face, while fur­ther back those plas­tic tank ex­ten­sions that ta­per down to ei­ther side of the ra­di­a­tor add bulk, giv­ing the Suzuki a broad-chested look. The 16-litre fuel tank is wide up top and ta­pers down suf­fi­ciently to­wards the spa­cious seat to make room for the rider’s knees. The riding po­si­tion bor­ders on ag­gres­sive, with a slight for­ward lean to the blacked-out han­dle­bar and foot-pegs that aren’t so high as to cause dis­com­fort over longer rides. The up­swept tail section con­cludes in an un­der­stated LeD tail­light, while the ex­haust is a lot bet­ter­look­ing than some of the other euro 4 sys­tems we have seen this year.

The in­stru­men­ta­tion con­sists of a rec­tan­gu­lar LCD dis­play, with a bar­type tachome­ter run­ning along the top edge, above the large, cen­tral speed dis­play. The dash also in­cludes a gear in­di­ca­tor, tem­per­a­ture gauge, clock, odo and trip me­ters, and a trac­tion con­trol mode dis­play. The trac­tion con­trol has three modes plus off, and switch­ing among modes or turn­ing the con­trol off com­pletely has never been this easy: the ded­i­cated mode but­ton on the left han­dle­bar al­lows you to switch among any of the four modes on the fly and it doesn’t switch back to a more con­ser­va­tive set­ting even after the key is turned off. Just se­lect the level of in­tru­sion you de­sire and roll off the throt­tle; the bike im­me­di­ately makes the switch with zero fuss. We would love to see such easy-to-use sys­tems on more mo­tor­cy­cles.

at the heart of this mo­tor­cy­cle is the 749-cc in-line four-cylin­der pow­er­plant that first did duty on the leg­endary k5 GSX-R750 back in 2005. Back then, this fire-breath­ing en­gine made 87 Nm of torque at 10,800 rpm and 145 PS at 12,800 rpm be­fore go­ing on to hit its lofty 14,000-rpm red-line; num­bers that in­tim­i­dated some of the litre-class mo­tor­cy­cles of the day. Suzuki de­cided to use this en­gine due to its com­pact na­ture and near-ver­ti­cal ori­en­ta­tion, en­abling them to en­dow the GSX-S750 with a rel­a­tively short 1,455-mm

The bike is fast, han­dles well and loves be­ing rid­den ag­gres­sively

wheel­base, nec­es­sary to cre­ate a nim­ble mo­tor­cy­cle. Now re­worked for naked street­bike duty, with a wider, more us­able torque spread and euro 4 com­pli­ance, this en­gine makes 81 Nm of torque at 9,000 rpm and 114 PS at 10,500 rpm; enough to breach 200 km/h rather quick on the long back straight at the Buddh in­ter­na­tional Cir­cuit (BiC) while still in fourth gear. On my warm-up lap i noted that the en­gine was ex­tremely flex­i­ble, al­low­ing

me to put­ter along at less than 40 km/h in sixth gear with­out protest, al­though it does start to spin up rather quickly from about 4,000 rpm when that strong midrange kicks in. There are no flat spots in the power de­liv­ery through the revrange and post 7,000 rpm there is a rush of ac­cel­er­a­tion that con­tin­ues un­abated all the way to the 11,500-rpm red-line, ac­com­pa­nied by that typ­i­cal four­cylin­der hum and ad­dic­tive in­take roar. Some vi­bra­tions did make their way through the han­dle­bars and tank at high rpm, but not so much as to bother me or take away from how much fun this bike was around the cir­cuit.

Power de­liv­ery was al­ways smooth and pre­dictable and al­though this is def­i­nitely a fast mo­tor­cy­cle, it never does any­thing to scare the rider. The en­gine is mated to a six-speed gear­box with a first gear that is tall enough to pull past 100 km/h, while the sub­se­quent gears feel some­what shorter and well-spaced, de­liv­er­ing ex­cel­lent ac­cel­er­a­tion all the way through the ’box. The fu­elling, how­ever, could have been slightly more lin­ear; i found it a bit abrupt when rolling on from a closed throt­tle, es­pe­cially while ne­go­ti­at­ing slow cor­ners.

The en­gine is mounted within a steel perime­ter frame which, in turn, is sup­ported by a 41-mm kYB in­verted fork up front and a link-mounted kYB monoshock unit at the rear. There is preload ad­justa­bil­ity at both ends and, al­though there are no fur­ther set­tings for com­pres­sion or re­bound, i was quite im­pressed with how well-damped the set-up felt, lend­ing the bike a planted feel as i made my way around the race­track. Sure, there was a bit more fork dive un­der ex­treme brak­ing than i would have liked, but the bike re­mained ex­tremely com­posed even when hard on the an­chors from 235 km/h at the end of the back straight, be­fore tip­ping in to­wards the apex of the down­hill third cor­ner.

When riding hard, the bike feels taut and cor­ners ac­cu­rately, the Bridge­stone Bat­t­lax hy­per­sport S21 tyres pro­vid­ing ex­cel­lent con­fi­dence to dive into cor­ners faster and faster each lap. With a 215-kg kerb weight, this is by no means a light mo­tor­cy­cle, but on the move it feels quite nim­ble and ea­ger to turn in; the only time i felt its heft was dur­ing the two fast side-to-side tran­si­tions, where it took a bit of ef­fort to flip the bike from full lean to full lean.

One of the things that re­ally im­pressed me dur­ing this ride and which, there­fore, de­serves a spe­cial men­tion here was how well the brakes that Suzuki have given this mo­tor­cy­cle worked lap after lap. a pair of ra­di­al­ly­mounted Nissin four-pis­ton calipers grip 310-mm wavy discs up front, while a sin­gle-pis­ton caliper grips a smaller disc at the rear. al­though the sys­tem uses con­ven­tional rub­ber brake lines rather than steel-braided ones, i have no com­plaint with re­gard to the bite, feel, feed­back, and over­all brak­ing per­for­mance. i found my­self brak­ing pro­gres­sively deeper into cor­ners as

the day pro­gressed and at no time did the reach-ad­justable lever feel wooden or vague; the aBS is also well-tuned, only kick­ing in when the rear wheel threat­ened to leave the tar­mac.

a few quick laps around the BiC made it ap­par­ent that the Suzuki GSX-S750 is a com­pe­tent mo­tor­cy­cle and a wor­thy choice for some­one in the mar­ket for a naked mid­dleweight. The bike is fast, han­dles well and loves be­ing rid­den ag­gres­sively, while al­ways feel­ing friendly, ap­proach­able and for­giv­ing of mis­takes. its ex­cel­lent chas­sis, sus­pen­sion, and brakes in­spire con­fi­dence when riding hard and the elec­tron­ics work well, do­ing their job be­hind the scenes and keep­ing you safe, but never tak­ing away from the riding ex­pe­ri­ence.

The bike comes across as a sharp, well-built street­fighter and Suzuki have done well to bring this mo­tor­cy­cle to in­dia barely a year after its in­ter­na­tional launch. This will be the sec­ond big Suzuki (after the hayabusa) to hit our shores via the CkD route and, as such, it is priced com­pet­i­tively at Rs 7.45 lakh (ex-show­room, Delhi), tak­ing the fight to the es­tab­lished play­ers in the seg­ment. i would love to see how this mo­tor­cy­cle rides in the real world and, judg­ing by my time with it at the track, i’m sure i will not be dis­ap­pointed.

LCD dash is in­for­ma­tive and easy-to-read

Com­pact en­gine fits snugly into the frame, while the up­swept ex­haust com­ple­ments the sharp tail section

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