Suzuki continues to refine the GSX-S750 and its in-line four banger ahead of MY2022. Tweaks to the airbox develop more tractable power lower in the rev range, and new ride-control electronics provide more options to tailor power delivery.

2022 Suzuki GSX-S750 Performance and Capability

Suzuki's mid-range four-cylinder lump in the GSX-S750 has a well-earned reputation for reliability, garnered from years of dutiful service and is well deserved at this point. Decidedly oversquare, the mill runs a 72 mm bore and 46 mm stroke with a medium-hot compression ratio of 12.3-to-1, so yeah, high-octane pusholine and all of that.

What you get in return is a reliable output of 114 ponies at 10,500 rpm and 61 pound-feet of grunt at 9 grand with liquid cooling for temp stability and stamina. Since it's an in-line four, and due to the factory's diligence, the power delivery is buttery smooth even by four-banger standards.

Each cylinder comes with its own dedicated throttle body complete with a ten-hole injector nozzle. Suzuki's Dual Throttle Valve system runs a second set of ECM-controlled butterflies that help reconcile differences between rider demand and engine output for seamless transitions through the range. Additionally, a Low RPM Assist feature prevents stumbling at low revs and during the initial roll-on from a standing start.

A stock traction control system provides three levels of protection plus an “Off” setting for a full-raw ride. “Mode 1” has minimal levels of intervention for experienced jockeys.“Mode 2” is good for the average rider, and “Mode 3” has the highest spinout-mitigation properties for riding in inclement conditions.

An Idle Speed Control feature rounds out the electronic goodies with further anti-stall protection for the engine to save you the embarrassment of having to re-light the fire at a stop. The six-speed gearbox runs close ratios for blistering holeshots and acceleration, and much to my surprise, the factory relies on an old-school standard clutch to couple engine power to the tranny rather than a slipper-style unit. This means you'll have to develop and rely on your sense of timing on the downshifts to stay out of trouble, but it's a good skill to have.

A tough, quiet O-ring chain carries the power to the rear wheel with an overall gear ratio that turns in a 142 mph GSX-S750 top speed, which is still a lot of bike for the buck. You can't trust an inexperienced rider, even with the granny mode engaged.

Design

Just because it's due for an update to the visuals, doesn't mean it looks stale or dated. Far from it. The bodywork on the GSX-S750 is minimal, yet modern and edgy, with an appropriate amount of aggression sprinkled about.

It leads off with the typical inverted front end that sees the molded front fender's uprights used as a spoiler for the exposed inner fork tubes. Blackout forks, triple clamps, handlebar, and controls on the base model leave it looking dark and sinister if one is to be kind, or if you want to be mean, boring.

The GSX-S750Z model, however, is rather snazzy with its Triton Blue trim, glossy Glass Sparkle Black, gold stems, and chartreuse graphics on the chin fairing and rims. It still looks mean, just in a more colorful way.

A cyclops headlight housing comes with a vestigial flyscreen up top and an old-school halogen headlight to split the night, but out back, an LED taillight keeps you visible to following traffic regardless of lighting conditions.

Instrumentation comes tucked away within an LCD screen with adjustable light levels that let you dial in for the ambient light. Plus, high-vis LED idiot lights finish out the rider interface.

Since this is a Gixxess, and not one of its Gixxer cousins, the rider's triangle is a bit relaxed. Short risers and a short-rise bar push the pilot's hands back to enable a comfortable upright posture while leaving room for a tucked-in racing posture, so you have options in that regard.

The 4.2-gallon fuel tank tapers nicely to meet the narrow seat entry and skinny waist with a GSX-S750 seat height of 32.3 inches that will be comfortable to all but the shortest riders. A lofted pillion pad and fold-up footpegs let you accommodate a passenger right off the showroom floor.

Chassis

Steel lends its great strength to the twin-spar frame on the GSX-S750 with tubular members and a stressed engine to complete the structure. The steering head establishes a 25.2-degree angle of rake with 4.1 inches of trail to make sure the Gixxess is every bit as nimble as its more race-tastic cousins, so you don't have to sacrifice fun by going with a standard build.

A 33-degree steering angle delivers a turning radius of 9.8 feet, which isn't unreasonable and makes for decent parking-lot behavior. Cast-aluminum rims round out the rolling chassis in a typical, 17-inch diameter with stylish “Y” spokes that give them an edgy appeal all their own. They come lined with Bridgestone Battlax Hypersport S21 radials in a 120/70 ahead of a 180/55 with that all-important “Z” speed rating that keeps them from shredding under the kind of acceleration and speed this machine can produce.

When it comes time to haul it down, Nissin anchors take care of business with dual, four-bore anchors and 310 mm discs up front and a single-pot caliper out back. Suzuki dropped ABS from the GSX-S750 after 2019, so if it's important, you'll have to spring for the “Z” model.

KYB stems float the front on 4.7 inches of travel with 5.4 inches out back, which is fairly plush, but the lack of adjustments leaves the suspension bits looking like plain vanilla. That said, cutting corners like this is how Suzuki keeps the price down on this streetwise sled.

2022 Suzuki GSX-S750 Price

Suzuki lets loose of its 2022 GSX-S750 base model for $8,549, and the GSX-S750Z ABS trim package for another four bills. This leaves Suzuki looking pretty competitive in the standard/street bike sector.

Competitors

Once again, British motorcycle giant Triumph has a suitable Euro-centric counter to the Japanese style Gixxess with the Trident 660 from its roadster family.

Triumph Trident 660

Similarly naked, the Brit rolls with a dearth of bodywork to an even greater extent than the GSX-S750 as it skips the cheek fairings and belly pan. A heavily whacked front fender and dual hugger spray containment out back join with a trim rear end for an overall cleaner look. The cockpit is also streamlined with minimal switch gear on the handlebar housings and a single round digital display for the instrumentation and electronic controls.

Power comes from a 660 cc triple with 81 horsepower and 47 pounds of grunt against 114/61, so in brute force, the Gixxess is hands-down head and shoulders above the Brit. This limits the Trident 660 top speed to around 132 mph, a skosh shy of the Suzuki, but still plenty over-fast for public road use, to be honest.

The suspension is straight vanilla, and the ABS comes stock with no non-ABS version on offer. The Trident is very competitive, all the way up to the checkout counter. to slide in just under the Gixxess.

He Said

“The GSX-R family may get all the glory, but this GSX-S is a solid street machine with none of the pretentious wannabe-racer vibes. I usually don't go for the naked-sportbike products, but there is a certain je ne sais quoi about this bike that makes it rather attractive. Certainly, it doesn't hurt for want of curb appeal, at least on the color “Z” model.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “The bike is no slouch. The engine is derived from the GSX-R750 but it's tuned for stronger low- and mid-range performance and changes to the airbox for 2022 bring that out even more so. These Gixxess have been hit or miss on the import front over the last couple of years, but they're both in our market for 2022 and worth a look if you're interested in the mid-displacement, street bike-comfort thing.”

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