Suzuki Australia selected Darwin's Hidden Valley Raceway for the launch of the 2011 model Suzuki GSX-R750. Image: Keith Muir.

One of our favourite bikes here at the CycleOnline.com.au headquarters has always been Suzuki’s GSX-R750, a great compromise between outright horsepower and pinpoint handling.

Personally speaking, I prefer a strong 600cc supersport over a superbike due to their handling prowess on most occasions – especially on the race track – however the GSX-R750 truly does offer the best of both worlds.

On track during Suzuki Australia’s national press launch held at Darwin’s Hidden Valley Raceway in the Northern Territory, I was reminded again and again why I enjoy the historical middleweight Gixxer so much.

Its power is impressive, if not overly aggressive, and it takes a handy and well-experienced rider to really dissect the handling differences between it and its smaller sibling, the GSX-R600, on the racetrack at speed.

And I’m not saying the 600 handles like a 750, I’m confirming that the GSX-R750 finally has almost identical handling characteristics to a supersport machine at least on track, and I can’t see why it would be any different in the real world.

This is the third GSX-R600/750 launch that I’ve attended since becoming a test rider in 2005, and each time Suzuki goes one step closer in putting the 750 on par with the 600 around corners.

As the only truly mid-sized sportsbike on the market, you could forgive Suzuki for simply resting on their laurels with the ever-popular GSX-R750 – the original 750cc middleweight.

But time and time again since 1985 Suzuki has updated its race replica, this latest version in 2011 easily becoming the most performance-packed 750 of its kind.

The launch was delayed by a year due to the GFC, a sign that we could see the GSX-R range consistently switch from a two-year turnaround cycle to three in the future – ultimately enabling them to put more focus on each particular model’s design and improvements in the process.

And who are Suzuki targeting with the GSX-R750? According to Suzuki Australia, the idea is for 25+ males who are looking for more than a 600 but aren’t yet ready to step onto the GSX-R1000… sounds logical to me!

Held the day after the Australian Superbike Championship round at Hidden Valley last month, Team Suzuki had its factory riders on hand. Image: Keith Muir.

Updated for this year, the new GSX-R750 is designed to feature advanced engine technology, broader power delivery, improved throttle response and lower emissions.

The latest version of Suzuki’s Dual Throttle Valve (SDTV) fuel injection system delivers impressive throttle response along with improved fuel economy and reduced emissions. Its primary injector angle has been changed from 41 to 35 degrees, with more compact injectors allowing more freedom in the layout.

The advanced Suzuki Drive Mode Selector (S-DMS) has been revised to optimise engine output and now provides riders a selection of two engine maps to suit the conditions or their riding preference. The switch has also been moved to the left handlebar for easier operation.

Its Engine Control Module (ECM) has been changed to an advanced transistorized ignition control circuit using MotoGP technology, with countermeasures taken against heat and less wires for a weight saving of 250 grams.

Redesigning of various moving parts has resulted in reduced mechanical losses in the motor, with the weight of the engine and air intake/exhaust system reduced by 1.41 kilograms.

Suzuki is claiming a maximum power of 110.3kW at 13,200rpm with a maximum torque of 86.3Nm at 11,200rpm. Yes, for those in the know, that’s the same as 2010. But, the key factor is that its power and torque are far smoother across the range, resulting in a more linear and torquey engine.

Key revisions within the engine include the same titanium quality intake valves as the GSX-R600, with a changed head taper angle. The pentagonal-shaped ventilation holes at the top of the cast crankcase are larger, contributing to reduced weight and an improved airflow.

One major revision is that the engine is rotated rearward by three degrees around the driveshaft, which has played a huge part in helping engineers reduce the wheelbase length.

The air cleaner shape has been revised along with a changed intake pipe. These also result in a weight reduction of 60 grams. Also, the radiator’s fan is now 180mm in diameter from 171mm for better cooling.

Straight away in the seat of the pants you can feel the engine’s brute torque improvement, not in its overall amount of course, but in the way it accelerates. There may not be any additional torque over last year, but the way it’s applied makes it far easier to extract on track. That will also carry over to the streets.

The gearbox is smooth in its operation as we’ve come to expect from Suzuki, which works hand in hand with the rev limit of just over 13,000rpm. You don’t have to rev it all that way to make the most of its power, and I’d even go as far to suggest marginally sooner for peak performance.

On the tachometre the redline is indicated at just over 14,000rpm, but there are shift lights that can be set according to your preferences so you can hit the magic spot without focusing too hard on the numbers – just like the latest GSX-R1000.

If I had to compare the GSX-R750 engine’s behaviour to a 1000 or a 600 I’d say it’s more similar to the smaller capacity model, essentially like a really, really powerful supersport rather than a sluggish superbike. That’s how it should be too, because its handling is what reaps the ultimate benefit overall.

The power of the GSX-R750 isn't increased over last year, but the way it's delivered is far greater. Image: Keith Muir.

Chassis-wise, it is built on a shorter, compact wheelbase with simplified and lighter aerodynamic bodywork. It’s safe to say that it has a better motor with vastly improved handling – exactly what we’re all looking for in motorcycling.

The GSX-R750 features an all-new chassis, which has been redesigned with an emphasis on weight reduction and compactness to improve overall handling and provide an ideal power-to-weight ratio. In fact, it’s eight kilos lighter than last year’s version overall!

The twin-spar aluminium frame is an all-new design made from just five cast sections and cast swingarm, designed for optimal rigidity. Compared to last year, the frame itself is 1.35 kilograms lighter. The seat rail is also narrower for improved ergonomics.

What’s key for the frame and swingarm combination is that the overall wheelbase is 15mm shorter than previously, however it’s via a more compact frame while the swingarm length remains identical to the previous model.

That’s not to say the swingarm design remains the same though, because it’s 900 grams lighter and uses different materials. The cushion lever is now pressed aluminium instead of forged, while the arm structure is changed from die cast and plate to a cast for its reduced weight.

What’s more, Showa’s Big Piston Front-forks (BPF) have been fitted after being developed during racetrack use, meaning handling and accuracy in steering is paramount.

Another hugely positive addition – both for performance and bragging rights – is the fact that Suzuki has upgraded to Brembo Monobloc brake callipers at the front, featuring 310mm dual floating discs.

The Nissin rear brakes have also been revised and are now shared with the GSX-R1000, its piston diamater now 30.23mm (from 38.18mm) and hitting the scales at 262 grams lighter than last year’s version.

Adding to the handling character are lightweight wheel sets. The front axle shaft diamater has been reduced from 25mm to 22mm and is 46 grams lighter, while the hub and bearing sizes of the front wheel have been reduced in accordance.

A similar modification has been carried out in the rear, with the axle diamater reduced from 28mm to 25mm, and the hub and bearing sizes have also been reduced. This is all done in a bid to reduce unsprung weight.

Steering is supersport-like on the 2011 model Suzuki GSX-R750. Image: Keith Muir.

On track you’ll be hard-pressed to argue with its handling performance. Apart from a couple of turns of preload in the rear spring, its handling is everything you can imagine with the updates and weight loss that Suzuki has produced.

Starting with the front brakes, they’re balanced with an improved feel, hardly fading at all despite the heavy braking point at the end of Hidden Valley’s kilometre-long front straight in searing 30-plus degree heat.

The Showa BPF front suspension is phenomenal in the way it handles the heavy braking, assisting the bike in remaining stable while allowing you to turn in exactly as you please. These feel even better than they do on the GSX-R1000 and I honestly didn’t feel the need to adjust them all day long in Darwin.

Once you’re turning the corner with a great amount of feel, only slightly less agile than the GSX-R600, you can begin the wind the power on smoothly and make the most of the extra ponies on hand compared to the 600.

The rear Bridgestone tyre wants to squirm a touch on acceleration as the rear suspension protests against the power output, but a quick adjustment of the preload by Team Suzuki manager Phil Tainton quickly dissolved that problem altogether.

From there, the rest is history, and I’m a firm believer that if the bike can handle all you’ve got to give it on the race track, then it’ll certainly live up to expectations on your favourite stretches of back streets.

Not only are the fairings designed with aerodynamics in mind, but the exhaust is also part of the equation and features a new design with a significant reduction in fairing overhang. The exhaust is 1.1 kilograms lighter than last year.

On a racetrack we obviously tuck in the hide from the wind 90 percent of the time, so we’ll have to reserve judgement on its wind deflection until we get one on the streets in the coming weeks.

As for styling, vertically stacked dual headlights and mirror-mounted turn signals, plus a reshaped 17-litre fuel tank, complete what is a very smart looking motorcycle at speed and at a standstill.

Ergonomically speaking, the handlebars are closer to the rider’s hip point in the riding position, placed relatively low. The handlebars are also positioned at a one-degree wider angle to coincide with the revised tank shape. As with all GSX-R sportsbikes, the footpegs are three-way adjustable and 53 grams lighter than previously.

You’ll feel comfortable on the bike as a variety of shapes and sizes at the launch – male and female – which is a continuation of Suzuki’s stunning balance between being comfy on the streets while still being aggressive enough for track day and racing use.

The new Brembo Monobloc brake calipers are sensational under heavy braking.

The full function instrument cluster features an analogue tachometer, digital LCD speedometer and LED indicators, with a stopwatch and lap timer new functionality additions.

Suzuki does an admirable job of offering plenty of options in this area of the bike without making it too difficult to operate, which is an aspect I believe many will appreciate.

Available colours for 2011 are a Metallic Triton Blue/Glass Splash White or the sweet Glass Sparkle Black livery, either option backed by a two-year, unlimited kilometre warranty. Its recommended retail price is $16,990, which is $15,690 for the 600.

As the punch line goes, ‘Own The Racetrack’ with Suzuki, and it’ll feel even better doing so on a bike with a smaller capacity than your mate’s litre bike. Even better, ride long distances on the street and your energy levels will likely be higher than on any other sportsbike at the end of the day. You can’t go wrong with that!

Click here for specifications on the 2011 model Suzuki GSX-R750 or for further information on the location of your local Suzuki dealer.

If you want to see Team Suzuki’s Shawn Giles, Josh Waters, Troy Herfoss and Brodie Waters in action on the all-new GSX-Rs, check the CycleOnline.com.au film out at this following link.

Stay tuned for our review on the impressive new GSX-R600 later this month!