BUYING
2006-2018 Suzuki GSX-R750S are now a very tempting used buy.
NOISY BIT IN THE MIDDLE
Engines are well proven and dependable. Servicing is typical Japanese sportsbike at around every 3500 miles, with valve clearances at 15,000 miles. If you’re wading in yourself with the spanners (and why not?) then use good quality synthetic 10W/40 oil, a genuine Suzuki filter and a pukka sump washer too, unless you want a dotted garage floor. Exhaust valves (in the pipe, not the head) tend to stick in place, usually because of stubborn cables. The valve’s only real function is to pass noise regulations at low revs, so taking the cables off the pulley (leaving the valve fully open) is a cheap fix, though you need to whip a wire out the back of the ECU to get rid of the warning light on the dash.
BROKEN BRAKES
There was a worldwide safety recall on all GSX-RS between 2004 and 2015. Air could get into the front brake master cylinder, causing a squidgy feeling to the lever. The 2006-2007 GSX-R750 was included so check the VIN number with a Suzuki dealer to confirm the remedial work was done. Or not, of course – it’s possible some slipped through the net.
DOES IT GO BOING?
Usability means GSX-RS can see larger mileages than other race reps. This isn’t an issue for the robust motor, but make sure a financially prudent owner hasn’t skimped on the chassis during servicing. Neglect causes the shock linkages to seize, ruining handling (and causing MOT grief), and squaring it up is quite involved – the wheel and swingarm need to come out and you may need muscle to extract the obstinate bearings.
CHARGING AHEAD
The regulator/rectifier is located behind the radiator, right in front of the engine. It can overheat, causing it to pack in and resulting in charging issues. Some owners solve the problem by repositioning the reg/rec to the side of the bike using a modified bracket, or by fitting an aluminium heat shield.
ISSUES WITH LEVERAGE
Popular aftermarket modifications, such as fancy levers, can cause issues if not fitted properly. There’s a safety switch on the clutch that only allows the engine to turn over if the lever is held in, and some badly-fitted (or cheap badly-fitting) levers don’t engage with the switch properly. This causes starting, tickover and running niggles, and sometimes will even cause the FI warning light to ping on and indicate an idle speed control valve problem (error code C40).
AVERAGE, NOT EXCELLENT
All but the most pampered GSX-RS will have wear and tear. Suzuki’s reputation for build quality isn’t the best, and the 750 has thin paint on the fuel tank and wheels. Look for wear, chips and scratches. Paint on the black exhaust shroud is also thin and prone to wearing, causing an ugly blotchy finish. Due to its position the exhaust collector box also suffers discolouration through exposure to filth and crap. (This is why so many GSX-RS have aftermarket pipes; if a bike is fitted with one make sure the fuelling has been tweaked to suit, ideally by someone who knows their way around a dyno.) Fasteners and bolts enjoy corroding and eventually seizing in place, hence so many GSX-RS with aftermarket bolt kits (along with their owners wanting blue colourmatched fasteners like they had back in 1998).
‘Usability means GSX-RS can see larger mileages… This isn’t an issue’
2006-2018 SUZUKI GSX-R750
Engine 749cc, liquid-cooled, 16v inline four Power 148bhp (claimed) Torque 64 lb.ft (claimed) Top speed 175mph Rake/trail 23.8˚/97mm Wheelbase 1390mm Dry weight 163kg Seat height 810mm Tank size 16.5 litres Economy 34mpg
Bike verdict It’s been said before, but it’s true: with the GSX-R you really do get the handling of a 600, the flexible shunt of a 1000, and suspension to out-cosset a sports-tourer. Super-safe buy, too.