Suzuki buffs its GSX-S750 for the 2018 model year with a new style, 110-plus horsepower plant and revamped brakes. Its darker sibling, the “Z” variant, adds ABS to the stock equipment package along with its blackout panache. Electronic fandanglery abounds with traction control and an Idle-Speed Control along with a Low-RPM Assist feature to help deliver safe, controllable power even at low speeds. How does it all stack up? Well, I'm going to take a look at these two rides today, and my perspective is that these are important models in a market-significant displacement bracket, and they have some pretty big shoes to fill. Let's see how they measure up.

Continue reading for my review of the Suzuki GSX-S750 and GSX-S750Z.

Design

More and more it seems that the love affair with race-style bikes is on the decline. The realities of sore wrists, shoulders and necks are proving to be something of a deterrent because for many, comfort and function trumps image every time. That's what makes the Gixxes family special; it delivers a riding experience not unlike what you get from the Gixxer, just with a more ergonomically-friendly rider's triangle that takes the pressure off the arms for a more comfortable trip.

I gotta say, I'm not a fan of the new headlight housing, but as far as standard-type models go, there are certainly uglier options on the market. It may seem really simple, but its the short rise in the new large-diameter handlebar that really sets the tone here; it allows for a fairly upright riding position that should balance nicely against the wind pressure, but leaves room to tuck in racer style so as to minimize your drag. The overall body design is said to be inspired by the GSX-S1000, and it carries a sort of spiky look at the abbreviated upper cowling as well as the chin fairing for a flavor all its own.

While the 750Z dives head first into the achromatic end of the spectrum, the base model carries a few dark touches of its own with a blackout frame, mirrors and engine that ties in nicely with the black trim on the bodywork. A sharp rise in the subframe to the pillion forms the cradle for the rider's butt with naught but some fold-up footpegs to finish the passenger's features, and that gives us a slight nose-down/tail-up attitude that hints at both speed and agility.

The upswept exhaust just accentuates this look while actually holding itself clear so as not to interfere with the 5.3 inches of ground clearance and cornering ability. Overall, a fairly functional design with an edginess that should appeal to the all-important younger buying public.

Chassis

A steel twin-beam frame holds everything together with an all-new, trapezoidal-shaped tapered swingarm to articulate the rear wheel. The link-style rear suspension uses a KYB monoshock that comes with only the courtesy preload adjuster, the same level of adjustment as the inverted front forks. Simple? Yeah maybe, but the factory had to keep costs down somehow.

New 10-spoke rims mount the 17-inch hoops with a 57.2-inch wheelbase and 83.6-inch overall length for sporty handling to satisfy the fiery-eyed pegdraggers out there, lest they regret not going the Gixxer route instead. Stopping power comes from the new, four-pot Nissin Monobloc calipers that bite the dual, 310 mm wave-cut discs to haul it down in a hurry. This comes backed up by a single-pot anchor out back that may seem a bit underwhelming, but all it really has to do is to keep the rear end behind the front at the end of the day.

The 750Z tops all this off with an ABS feature that should help you safely use those brakes to their fullest potential. It's a shame the factory didn't offer the ABS on the base model, but if you want that extra protection, you'd better want a black bike too.

Drivetrain

(GSX-S750Z)

Suzuki borrowed engine tech from the Gixxers when it built the new Gixxes powerplant. An inline four-banger mill runs with a 72 mm bore and 46 mm stroke for a total displacement of 749 cc. As you might imagine, the bottom end is sufficient if not exciting, but it comes alive once you pass 8 grand. The power tops out at 10,500 rpm with 112.6 (shaft) horsepower that should put something just north of 100 horsepower to the pavement, comparable to other Big-Four standard models.

Unlike the ABS, the electronic engine yummygoodness is shared across the board. A three-mode (plus Off) traction-control system gives riders varied levels of intervention through the Dual Throttle Valve feature to meet the demands of a variety of conditions in a bid to make the S750 a more versatile commuter. Suzuki's Throttle-body Integrated Idle Speed Control and Low RPM Assist help to smooth out the transitions and increase control over the power at the bottom end for user-friendly delivery of power and low-fatigue riding. All good stuff, right?

Naturally, it comes liquid cooled to help meet emissions, a feature that also improves rider comfort while helping to subdue the mechanical thrashing noises from inside the crankcase. A six-speed transmixxer crunches the ratios with a slipper clutch to make the connection to engine power for yet another layer of traction insurance. And there it is folks, the hidden benefits that make the Gixxes 750 such a gem.

Pricing

The stock, base model GSX-S750 will set you back $8,299, and it can be had in a fetching blue/black two-tone, or in red with black trim. The blackout Z model with its fancy ABS feature commands a higher price with an $8,899 sticker. Suzuki covers you with a 12-month unlimited mileage on your new ride with additional warranties available.

Competitors

Since I wanted to stick with the Big-Four, I could think of no better pairing than Yamaha's FZ-09 for its sporty style, comparable engine and price point. The naked FZ sports a headlight can that is ugly in its own special way, but that seems to be a requirement for the class. Yamaha favors an overall cleaner look that does away with the cheek- and chin-fairing business for a more purely-naked panache. Simple and unpretentious, the FZ more closely resembles the standard models of old than does the somewhat flashy Gixxes.

Yamaha jumps ahead early with fully-adjustable suspension front and rear. Brake size falls off a bit with 289 mm discs, and the FZ comes with ABS as a stock feature whether you want (to pay for) it or not. Yamaha manages to squeeze another hundred cubes into its triple for a total of 847 cc, but no matter what the factories claim, these two are neck and neck at the rear wheel.

Like Suzuki, Yamaha runs a fancy electronic throttle with traction control and power-delivery modes, so Yammy matches the Gixxes at this turn as well. Slipper clutch? You betcha! One area where Suzuki gets a decisive win is at the checkout. The $8,299 starting price on the GSX-S750 is more attractive than the $8,999 tag on the FZ-09, enough to draw bargain hunters, but probably not enough to overcome brand loyalty. When you throw ABS into the mix with the GSX-S750Z, however, the price is no difference at all.

He Said

“Even though I'm not exactly what you would call 'enthused' by the looks, I reckon the 750 does its job. It delivers sporty performance and handling without forcing the monkey-plus-football riding posture that really becomes uncomfortable over time. You know the one. And it gets worse the slower you go, so this is a nice compromise for those who want to have a superbike when they want it, but not the rest of the time.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, "I can't say anything bad about the GSX-S750. Having the more upright riding position makes it a much more comfortable ride, which when you get to my age, comfort is more important than looks or the cool perception. It has some nice electronic wizardry for the price point. The sporty handling makes it a fun bike when you want to have fun, or you can sit up and just go for a ride when it's about the ride and not about the destination. I'll give it a thumbs-up."

Specifications

References

See our review of the Yamaha FZ-09.