An affordable inline-four that howls its way to its redline and enthralls you to the core along the way, is a dream for a wide majority of biking enthusiasts in this country. The Suzuki GSX-S750 streetfighter naked tries its bit to take you a step closer to realizing that dream. As things stand, at INR 7.45 lakh ex-showroom, this screamer is the most economical way to experience a proper four-pot Japanese delight. So does it really serve up the thrills? We hooned it around the Buddh International Circuit to find the definitive answer.
Suzuki GSX-S750 Video Review
Suzuki GSX-S750 Engine, transmission and Performance
The Suzuki GSX-S750 is powered by a motor which is about 13 years old in design and has a racing pedigree. The four pot engine made its debut on the Suzuki GSX-R750 in 2005, and was modified somewhat when it was put into the GSR750. It’s here now in 2018, on the GSX-S750 that’s assembled in India with a whole host of technical changes made to the motor.
The engine benefits from Suzuki’s Dual Throttle Valve tech for solid performance across the rev band. The usability of this motor for the real world was proven when we tried to make it pull at a snail-like 35 km/h in a high 5th gear and it obliged without any splutter or resistance. It’s usability in the real world is also augmented by what Suzuki calls the low RPM assist. The tech marginally bumps up the revs when it notices that the engine speed is dropping below what’s ideal. It really works, and should make life easier in our horrid city conditions if you wish to own and use the bike on an everyday basis.
The progress from the idling engine speeds, as you crack open the throttle is properly enthralling for a 750. All of those 114 horses rear up in unison to make the progress to the redline a hurried affair. The engine is beautifully linear with no pronounced power bumps or flat spots, and makes it progress to its limit in a very eager manner, without any hints of resentment. The throttle response is fantastic too, despite this not being a ride-by-wire unit, the GSX-S750 responds crazily to every twist of the right wrist with impressive alacrity.
The six speed transmission is super smooth too and does its job really well. There’s no slipper clutch here though, just in case you were keen to know. There’s no quick shifter either – the GSX-S750 focuses on the basics, and does what it does really well. The transmission offers a solid, reassuring feel with every up or downshift, though at a couple of times, while hitting the redline hard in fourth gear at the long back straight at the BIC, the transmission refused to upshift.
That engine is beautifully made though – and it sounds even better. It probably is the best sounding engine in its class, and its performance is pretty solid too. For comparison’s sake, at 114 hp, it’s only 8 hp short on the Kawasaki Z900, which is essentially a slightly scaled down litre class machine. The performance from that motor is really heady, and should be quite a handful for those who are not used to handling machines from the 600cc class and above. The enlarged rear sprocket, which now gets a tooth extra really adds to the thrill when you accelerate hard. The GSX-S750 really feels like a proper hooligan for its class and price.
We saw a top speed of 228km/h on the speedo on the backstraight, and the number came up in good time too. Performance is not going to be an issue with this one, especially on the road. The GSX-S750 would keep even the seasoned ones among you reasonably engaged. It’s a proper four pot thrill monger for its class, and you’d not be left wanting for more juice from the motor – if you remember its price, and its class that is.
From the fuel efficiency perspective, Suzuki is claiming a 20kmpl figure internationally. With the 16 litre tank that the bike has, it gets a maximum possible range of 320 km, which is decent, if not too great. While it was not possible to ascertain the fuel efficiency of the bike on the track, the on board computer showed us an efficiency figure of 11-12 kmpl. Now fuel efficiency doesn’t get any worse than what you get on the track, and going by those numbers, it wouldn’t be too optimistic to expect an average real world efficiency of 15-16 kmpl from the bike.
GSX-S750 Features and electronics
The GSX-S750 gets a fully digital instrument console with all the necessary readouts and a customizable tachometer. We have explained the instrument console in great detail in the video below.
The brake levers are adjustable, though the clutch lever isn’t. However, the strongest feature on the GSX-S750 from the rider aids perspective is its three level traction control wherein Mode 1 allows for minimum intrusion and Mode 3 is maximum. You can also turn the traction control off completely if you so wish, and all that can be done on the fly at any speed through a very easy to control switch on the left handlebar.
The bike also gets a dual channel ABS system on the braking units which comprise of a 310 mm, four piston, radially mounted unit up front from Nissin. The twin rotors here are petal type and are floating units to allow for expansion under intense heat. The rear comprises of a 240mm petal unit. ABS on the GSX-S750 cannot be switched off though and is always on.
The wheels are lightweight units too, and shod with custom made Bridgestone Battlax HyperSport S21 tyres made the bike feel completely at home even under extreme stress at the BIC.
The GSX-S750, in addition to the very apparent features mentioned above also comes with a new crankcase design with ventilation holes to reduce backpressure and pumping losses – it also aids achieving lower emissions. The injection system gets long-nosed fuel injectors for better efficiency. The bike also gets the one touch easy start system, which doesn’t require you to keep the electric starter button pushed.
Suzuki GSX-S750 Ride, Handling and Dynamic Ability
Suzuki has tried to keep things simple with the GSX-S750. While there is a three-stage traction control system available here (the Z900 doesn’t), the bike doesn’t have fancy bits. It’s a solid, sorted, well engineered product and focuses on what really matters, rather than engaging in misleading gimmickry.
In terms of chassis and suspension, the GSX-S750 gets a twin spar frame which has been tweaked to suit the bike’s naked, streetfighter character. The suspension up front and at the rear is from KYB, with the front inverted forks measuring 41mm in diameter. Both front and rear suspension units are adjustable for preload, though there is not adjustment available for damping.
The suspension on the GSX-S750 felt uncannily at home at BIC right from the get-go. It’s a street focused machine, but the way that suspension handled the extremities of the hard lean inducing slow bends, as well as the fast sweeping corners, and the chicanes was quite a revelation for a bike that’s meant for the road. Despite its very comfortable riding position, which is reasonably upright to suit long distance riding, the turn-ins were surprisingly easy and effortless, especially considering the fact that the GSX-S750 weighs a rather heavy 215kg. The wide, well padded rider’s seat is very comfortable and allows for easy movement.
The saddle height at 820mm is slightly on the higher side, though the bike doesn’t feel too high or disconnected from the tar as you hoon it enthusiastically around even the most challenging bends. The grip from the Battlax HyperSport S21 units also exceeded our expectations by several notches. Not for a moment did we had any doubts about the ability of those tyres to dig their fangs deep into the bitumen when the need arose.
Sure, the GSX-S750 is no Supersport, track focused tool, and while leaning it from side to side, especially on the chicanes, you might have to apply that wee bit extra effort, but hey – it’s just a street biased 750, which will probably cost less than half that of a full blown litre class racer. In that context, from a price to performance ratio, the GSX-S750 really amazes you with its poise, its performance and the kind of confidence it inspires corner after corner. It’s a machine much more capable than its billing and doesn’t set a foot wrong for it’s supposed to do.
The braking from the Nissin system is fabulous too, and allows you to move deeper into the corners with every passing lap. As mentioned before, dropping the anchors from over 220 km/h, we were only left with a feeling that we braked a tad bit too early. You can really trust those four pot calipers to rein in some seriously worrisome speeds.
We really cannot fault the GSX-S750 for its dynamic ability. For what it’s meant to do, its handling and performance exceeded our expectations on all parameters, and if we complained about its dynamic ability – we’d really be nitpicking looking at the yummy price it has been introduced at. It felt perfectly at home on the track, and it won’t ever be felt as something incapable for its class on the street. It is then a very forgiving machine for its class, with thrills in spades, even for the reasonably seasoned riders.
Suzuki GSX-S750 Design and Styling
A streetfighter naked – this GSX is not going to win any beauty contests. It’s well packaged, looks meaty, sculpted from the tank and has the girth of a middleweight. It won’t catch any unwelcome attention though which often is a good thing in the Indian context if you wish to actually use your motorcycle for long distance travel, where your machine would often be parked without a pair of watchful eyes guarding it.
Key details include that GSX-S1000 mimicking headlamp with those fang-like position lights, a prominent bellypan with Suzuki branding and sabre-tooth panels pointing downwards off the tank. The tail is short and minimalistic – it’s simple, but well proportioned.
Suzuki GSX-S750 Verdict
As things stand, this is the most economical inline four-pot 750 you can buy in the country today. It’s as capable as it gets for that price, though its proximity with the Z900, as everywhere else in the world is its prime worry. It’s only eight hp less than that rival, though, and matches it closely in terms of performance. The weight is a bit of an issue, and it’s rather heavy for the class at 215kg – you won’t feel it once you get astride though, as the performance is linear, usable and still very thrillsome. Three level traction control, and sorted dynamics would mean that you’d enjoy this machine on the street with a decent safety net protecting you. It sounds like nothing else for the price, and you’d not need to replace that end can with anything else.
The GSX-S750 is a deceptive machine. Don’t go by those looks, and the numbers. Go test it out – you’d love this beauty when you meet her in person and take her out for a date in the real world.