SPECIFICATIONS

ENGINE
Engine type: Four-stroke, in-line 4-cylinder, liquid cooled DOHC, 16-valve
Bore x stroke: 70.0 x 48.7mm
Displacement: 749cc
Compression ratio: 12.5:1
Transmission: Six speed
Power (claimed): Not given
Torque (claimed): Not given

CHASSIS
Frame type: Twin-spar aluminium alloy
Front suspension: Fully adjustable inverted telescopic fork
Rear suspension: Fully adjustable monoshock
Wheelbase: 1400mm
Wheels (front/rear): Not given
Tyres (front/rear): 120/70 ZR17 / 180/55 ZR17
Brakes (front/rear): Radial mount 4-piston calipers, 310mm dual disc brake / Single-piston caliper, 220mm disc brake

DIMENSIONS
Weight (claimed): 165kg
Seat height: 810mm
Fuel capacity: 17L

PURCHASE DETAILS
Price: $16,490 plus orc
Colour options: TBA
Test bike from: Suzuki Australia (www.suzukimotorcycles.com.au)

The Suzuki GSX-R750 doesn’t have any real competitors these days but the class does have a rich history in Superbike racing around the world. With no other 750cc four-cylinders available, Suzuki continues to develop this bike and the latest incarnation in 2008 is a good one.

The GSX-R750 is actually very similar to the latest supersport and superbike weapons, providing a unique bike that can challenge the 1000s on its day or ease past the best of the 600s on another.

Yes, it has a 150cc advantage over the 600 supersports, but it does handle quite close to the supersports and it isn’t an odd thing to see a Gixxer 750 challenge the best of the 600s in the twisty bits.

It will beat a 1000 around the corners any day, although the 750 is quite a bit down on outright power once in a straight line. But that’s the beauty of this bike an why so many people enjoy it — if you want more than a 600 but are unsure if you can handle a 1000 then this bike is the one.

The GSX-R750 is a true balance of performance

Lapping at Eastern Creek is a real blast on the 750 as it provides a whole new experience for those in my era who have grown up with 600s and 1000s as the benchmark in sportsbike riding.

I expected the bike to have a bit more grunt then it does, but I do believe that the gearing is a little too tall for the Creek as I would’ve liked just a little bit more punch out of the tighter stuff without having to work it so hard.

Ex-500GP rider Mark Willis said the same thing, although you can’t argue with the balance between having enough power while still being rider friendly. It has the free-revving style of a 600 with a limit up around 15,000rpm with almost as much power as a 1000.

Handling on the track is just like the GSX-R600 and 1000 cloned into one, featuring a softly sprung Showa suspension package that manages to stay controlled, albeit with quite a bit of movement in the suspension.

If you’re looking for feedback then there is plenty on offer, and even though it does move around a bit in stock trim it is actually easier to feel where you’re at than the sharp steering bikes like the Ducati 848 – another middleweight with no real competitors.

The steering is light on the Suzuki and holds its line well on the track, with a nimble package allowing it to be placed where you need it. There is that mentioned movement in the suspension, but that’s only a real problem when you hit a bump mid-corner when on full lean.

Pulling up for turns is easy with Tokico radially-mounted front brakes proving more than capable. Exiting is smooth thanks to the power, although the Bridgestone BT-016 tyres aren’t quite as sticky on the circuit as some of their competitors.

Braking and handling is first class on the middle Gixxer

The seating position features a low seat with high footpegs and handlebars, causing some discomfort for taller riders, although the ’pegs are adjustable in backward and downward positions than what we had them set.

While it might not be the most comfortable on the track, it certainly is the most comfy for long distance road riding and I had a bit of trouble getting my fellow testers off it at times while out on a group ride. The relaxed position does do wonders when in tight areas or in traffic.

The dash is easy to read and features a great gear position indicator like all of the GSX-R range, while the mirrors are the best of this group with the ability to see what’s behind without too much body adjustment.

The fairing protection is good for a sportsbike and the low seating actually places your body below the wind a lot of the time, allowing you to avoid the wind pretty easily.

Like the track, it feels over-geared and lacks a slight bit of punch, but the torque of the engine does manage to pull through out of most corners. Gear selection is just that little bit more critical than on a 1000, but nowhere near as critical as on a 600.

Fuel economy is great on the Suzuki with 5.8L/100km proving to be very economic for the long haul.

Bumps are more common in the real world than the track and they do tend to upset the handling when cornering, but it does ride well and the slight bumps are soaked up nicely thanks to the softer suspension.

At just $16,490 RRP, the Suzuki GSX-R750 is a seriously good deal that stands out as a very affordable option for the package that it provides. Nobody can argue with the Japanese practicality and quality, not to mention its all-round usability.

Suzuki gives riders the best of both worlds with its middle man, continuing development on one of the greatest models ever produced in motorcycling.