Suzuki drives a hard bargain with its 2020 GSX-S750 ($8,499). Boasting big-bike inline-four performance in a well-honed and made-in-Japan package, the GSX-S750 is a fun motorcycle if practicality and quality are what gets your blood pumping.
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Like most modern Suzuki street bikes, the GSX-S750 offers a cozy riding position that is neither too sport nor too relaxed. Seat height is a tad taller than a GSX-R sportbike, but that’s not a bad thing-especially for a taller rider. The handlebar has a nice bend to it, but it could benefit from less rearward sweep. It is, however, positioned more favorably than bikes like Triumph’s Street Triple RS.
Hard on the throttle the GSX-S750 delivers all the right sounds from behind the handlebar. The inline-four offers a meaty growl, and throttle response is smooth and accurate without being overly sensitive.
Power-wise, the bigger-bore, shorter-stroke 2005-generation GSX-R750-based engine feels as punchy as its supersport brother off the bottom and through the midrange. Up top, power signs off, albeit smoothly. The last time we dyno tested the GSX-S750, the engine was good for nearly 95 hp and just over 51 pound-feet torque. For reference, a 2011-2021 GSX-R750 dolls out around 125 ponies at the back tire. If you’re seeking usable real-world engine excitement that is enough to get the blood flowing, but not so much to scare you, then you’ll appreciate this powerband.
Three-way-adjustable (plus off) traction control is standard and is easily manipulated via handlebar-mounted switch gear. We like the ability to toggle between each setting, including disablement, while riding. And while we appreciate the GSX-S including this technology, in reality Suzuki’s wheel-speed-sensor-enabled traction control system is more rudimentary as compared to others in this segment, including KTM’s 890 Duke R. But then again, the GSX-S is a whopping $3,200 less expensive, and you get two extra cylinders.
A six-speed gearbox and manual cable-actuated clutch perform without issue, however the clutch mechanism doesn’t offer slipper function. This requires smoother clutch hand work during high-rpm downshifting to prevent the rear wheel from skidding.
In spite of its relatively hefty 465-pound fully fueled curb weight, the GSX-S750 is exceptionally agile in motion. It offers easier steering manners, and KYB-sourced suspension components offer surprisingly good damping settings. Suspension adjustment is limited to spring preload only fore and aft, but we didn’t miss not having damping adjustment. We also appreciate how the frame looks like a twin-spar alloy setup despite being actually stamped from steel.
Triple-disc brakes keep speed in check and offer pleasing response and power at the business end of either lever. Fixed, always-on ABS is available for a $400 upcharge, but we appreciate the manual experience the GSX-S offers.
Parked well away from the limelight of higher-specification equipment from Europe, the GSX-S750 is perhaps one of the most capable all-around naked bikes for the price. It delivers a polished riding experience with an entertaining character. Real meat-and-potatoes-style riders will simply adore what Suzuki offers with its 750cc naked bike.
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28 сен 2024
