2011 Suzuki GSX-R750
||Liquid-cooled, transverse inline four
||DOHC, 4 valves/cyl. Shim-under-bucket adjustment
|Bore x stroke
||70.0 x 48.7mm
||SDTV EFI with 2 injectors/cyl. 42mm throttle bodies
||41mm Showa inverted BPF with adjustable spring preload, compression and rebound damping
||Single Showa shock with adjustable spring preload, compression and rebound damping
||Dual 310mm rotors with radial-mount four-piston Brembo monobloc calipers
||Single 220mm rotor with single-piston caliper
||3.50 x 17 in., cast aluminum alloy
||5.50 x 17 in., cast aluminum alloy
||120/70ZR-17 Bridgestone BT-016F G
||180/55ZR-17 Bridgestone BT-016R G
||23.5 deg./3.8 in. (97mm)
||54.7 in. (1390mm)
||31.9 in. (810mm)
||4.5 gal. (17L)
||419 lb (190kg) wet, 392 lb (178kg) dry
||Analog tachometer, multi-function LCD screen with digital speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators; warning lights for neutral, high beam, turn signals. Lap timer/stopwatch and programmable engine RPM indicators
||10.40 sec. @ 134.70 mph
||60-80 mph/3.11 sec., 80-100 mph/3.57 sec.
||39 to 45 mpg, 44 mpg average
2011 Suzuki GSX-R750
+ Showa BPF gives great front-end feel
+ Great midrange power
+ Brembo front brakes provide great power
– Intake howl can get obnoxious
– Adjusting the footrests seems to be a must
– Noticeable buzz through the foot pegs
x Is this thing really only $400 more than the 600?
Suggested Suspension Settings
Front: Spring preload — 15 turns out from full stiff; rebound damping — 4 turns out from full stiff; compression damping — 5 turns out from full stiff; ride height — 7mm from triple clamp to fork tube cap top
Rear: Spring preload — 10mm thread showing; rebound damping — 2 turns out from full stiff; compression damping — 1.25 turns out from full stiff
“Would you like to supersize your GSX-R600 for an additional $400?” Yes please! That’s all I could think of when riding the new GSX-R750 (well that and the four Randy’s Donuts I ate before the ride). This bike does everything so well. The adjustable rearsets make for comfy ride, the Brembo brakes provide unbelievable power, the dash is user friendly and the styling is great with a nice little punch! Now I will say the ride on the freeway was a bit on the harsh side, and I didn’t really care for the instrument’s mode switches that are located on the throttle side of the bar as its difficult to use while riding and I found myself having to wait for a light in order to scroll through the gauge modes. The only other real complaint I had was that at certain RPM the intake creates quite a bit of noise.
During our recent 600cc shootout, the general consensus between the test riders was that the all-new 2011 GSX-R600 is one incredible machine. In fact, most of the riders (myself included) chose it as the hands-down king of the middleweight bunch. It wasn’t all gravy for the lithe GSX-R though. The first words out of almost everyone’s mouth following their first stint on the track was that the Suzuki was noticeably lacking in the power department. Enter the 2011 GSX-R750, the answer to our gripe. While the bike doesn’t benefit from all the same revisions made to the GSX-R600, it does feature the same agile chassis, potent Brembo monobloc brakes and exceptional Showa BPF front suspension. Add that to the 750’s strong midrange and additional power up top and you have a bike that I found to be equally capable and comfortable on the track and street. And for only $400 more than the GSXR-600, I have a hard time finding any reasons why anyone wouldn’t want to step up to the 750.
I still can’t help feeling that Suzuki shot itself in the foot with the pricing of the new 600 and 750. I’m not sure whether it was additional production costs or what, but making the smallest GSX-R the most expensive 600 by significant margin ($400 more than the Honda CBR), and then marking the 750 only $400 more than the 600 takes the gloss off the smaller GSX-R. Both bikes are fantastic, but selling the 600 with a 750 nearby on the dealership floor might be difficult.