It’s Certainly Not For The Faint Of Heart

Suzuki keeps improving and expanding its signature supersport series, and the 2020 GSX-R750 carries the torch first ignited by the original Gixxer 750 all the way back in 1984. Granted, the “late model” Gixxers dropped the steel frame in favor of aluminum, and the air-cooled engine has been replaced with a jacketed mill, but the overall mission for the bike remains the same: to provide the general public with the most race-ready production bike available for legal use on the street. Of course, the rest of the market has caught up to Suzuki and the supersport segment is flooded with similarly capable rides — and a good number of more capable sleds — though the most race-tastic of them are far more expensive than the $12K-ish GSX-R750.

  • 2015 - 2018 Suzuki GSX-R750
  • Year:
    2015- 2018
  • Make:
  • Model:
  • Model:
  • Engine:
    4-stroke, 4-cylinder, liquid-cooled, DOHC
  • Displacement:
    750 cc
  • Top Speed:
    189 mph (Est.)
  • Price:
    12399
  • Price:

Suzuki GSX-R750 Design

2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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The factory took steps to simplify the process of modifying it for actual track use, so it's almost a plug-n-play, closed-circuit bike.

Right off the bat we see that, as always, the GSX-R750 runs a carefully crafted, windtunnel-tested full fairing complete with a vented engine cowling and chin spoiler. The paneling leaves a little bit to the imagination and lets only a bit of the mill and transmission show, but this here is a form-follows-function bike with little of the superfluous in evidence.

An attractive cyclops headlamp housing leads the way in the blunt nose of the fairing with an over-under, high- and low-beam configuration. Rather than mold the front turn signals into the front fairing, (or even worse, mount whisker lights up front) the factory went with option three and set the lights in the mirrors. I like this setup because it keeps the front end clean while spacing the signals well away from the bike where they are most visible to the cage-driving public.

Soft angles play across the fairings, fuel tank, and subframe trim for a look that strikes a balance between the super sharp and completely round. Personally, I prefer the fully rounded look myself, but this is a nice compromise. Obviously we’re going to have jockey-mount footpegs and short handlebars on a bike like this, and the rider’s triangle allows you to tuck right into the pocket and out of the slipstream.

The subframe carries a little rise for the p-pad, but doesn’t have too much of that dramatic nose-down look in vogue right now (with some people..). A tucked-away taillight and minimal tag-holder/mudguard completes the rear end, and keeps it as tidy as the front end. All this is fine and dandy for street use, but the factory took steps to simplify the process of modifying it for actual track use, so it’s almost a plug-n-play, closed-circuit bike.

Suzuki GSX-R750 Chassis

2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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There are no “training wheels” electronic protection systems here, folks, so if you want to “look” like a racer but don't have the skills to “be” one, this is not your bike.

This is where things start to get interesting. An aluminum, twin-spar frame serves as the bones of the beast, and the factory went to great lengths to keep things light and compact with only 54.7-inches between contact-patch centers. Further steps were taken to center the weight of rider, engine, and fuel in order to maximize cornering abilities, and an electronically controlled steering damper helps stabilize the steering with speed-dependent variable resistance.

Suzuki pulled suspension components off the top shelf to further that objective. Showa’s race-tastic Big-Piston Forks support the front end with a piggyback monoshock in back, and both ends come fully tuneable with adjustable spring preload as well as compression and rebound damping. Sure, it could be better with some electronically controlled Ohlins forks or something, but it wouldn’t be priced as it is, and that’s a fact.

Radial-mount Brembo brakes bite the dual front discs sans ABS protection/interference for honest, straight-up brake control and feedback. Yeah that’s right, no training wheels here folks, so if you’re more interested in looking like a racer than you are in actually being one, you’d better stick to the “safety-scissor" bikes. Just sayin’.

Suspension Front: Inverted Telescopic, coil spring, oil damped
Suspension Rear: Link type, coil spring, oil damped
Brakes Front: Brembo, Disc, Twin
Brakes Rear: Disc
Tires Front: 120/70ZR17M/C (58W), tubeless
Tires Rear: 180/55ZR17M/C (73W), tubeless

Suzuki GSX-R750 Drivetrain

2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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Wind that badboy out and you will be rewarded with a screaming 150 ponies at your disposal.

Naturally, as cool as all this is so far, it’s the beating heart on the GSX-R750 that really steals the show. The transverse mount, four-banger engine runs a significantly oversquare ratio with big, 70 mm forged pistons and a 48.7 mm stroke. Shot peen-hardened conrods resist the surface fractures that can lead to catastrophic failure, and the Finite Element Method (FEM) forging techniques provide similar protection for the pistons; all technologies developed to meet the demands of the MotoGP circuit.

By keeping the reciprocating mass low and venting the case to reduce pumping losses, Suzuki ensures that more power makes it to the pavement. As always with short-stroke engines, torque takes a backseat to horsepower, but there’s plenty of ponies to go around here. At around 11 grand, you can expect to see 63 pounds o’ grunt, but wind that badboy out to 13,000 rpm (holy smokes, sportsfans!) and you will be rewarded with a screaming 150 ponies. In case it still isn’t obvious, this ain’t for entry-level riders, not even close.

Displacement lands exactly on the 750 cc mark, but as you can see, this thing punches above its weight. Dual over-head cams time the 16-valve head with lightened, 29 mm titanium intake valves and 23 mm exhaust poppets. Ignition control falls to the MotoGP-inspired Engine Control Module that enables the Drive Mode feature that allows for push-button control over the power curve; one for road and one for track. I’d like to say “and ne’er the twain shall meet,” but I think we all know better than that. Wink, nudge.

A butterfly valve in the exhaust allows for variable backpressure control, a feature that opens up the powerband a bit so it isn’t as narrow as a fixed-backpressure setup. Finally, we have a slipper clutch to couple the six-speed transmission to engine power. Not only does this provide a lighter left-hand pull, but it offers some wheel-hop prevention during aggressive downshifts. Good thing, ’cause a bike like this has a tendency to incite bad behavior, and it’s way too easy to get going way too fast without realizing it.

Engine: 4-stroke, liquid-cooled, DOHC
Displacement: 750 cc
Bore x Stroke: 70.0 mm x 48.7 mm (2.756 in x 1.917 in)
Compression Ratio: 12.5 : 1
Fuel System: Suzuki Fuel Injection
Starter: Electric
Lubrication: Wet sump
Ignition: Electronic ignition (Transistorized)
Transmission: 6-speed constant mesh

Suzuki GSX-R750 Pricing

2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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2015 - 2018 Suzuki GSX-R750
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MSRP is hanging below the $13k mark, which is pretty amazing considering what you get.

Base MSRP on the 2020 GSX-R 750 is the $12,499, which is holding steady from last year. This year, the colorways carried over as well with the choice between Glass Sparkle Black and Pearl Glacier White or Metallic Matte Black No.2 and Glass Sparkle Black, both with trim and rim accents.

Warranty: 12 month unlimited mileage limited warranty.
Colors:
└ 2015: Metallic Triton Blue / Pearl Glacier White, Glass Sparkle Black / Pearl Mira Red
└ 2016: Metallic Triton Blue, Metallic Matte Black No. 2 / Glass Sparkle Black
└ 2017: Metallic Triton Blue, Glass Sparkle Black / Marble Daytona Yellow, Pearl Glacier White
└ 2018: Metallic Triton Blue, Candy Daring Red/Glass Sparkle Black, Metallic Oort Gray No. 3/Glass Sparkle Black
└ 2019, 2020: Glass Sparkle Black/Pearl Glacier White or Metallic Matte Black No.2/Glass Sparkle Black
Price:
└ 2017: $12,299
└ 2018: $12,399
└ 2019, 2020: $12,499

Suzuki GSX-R750 Competitors

2015 - 2018 Suzuki GSX-R750
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2017 - 2019 Kawasaki Ninja 650
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The Gixxer is more bike, but that doesn't necessarily make it the better choice.

You could argue that the 750 cc class launched a genre, but for the most part, most manufacturers have deserted that bubble for other displacements. So, it’s against this backdrop that I draw on Kawasaki’s Ninja 650 for my head-to-head with the GSX-R750.

As one of the Big Four, Kawasaki is a long-time domestic foe that will definitely appeal to the same sort of rider. Kawi sticks to its usual design philosophy with super-aggressive angles that gives the overall look a rather hard edge that the Gixxer lacks.

The front turn signals are embedded in the edge of the cowling scoop instead of in the mirrors, and I gotta’ say I prefer the latter as that places them higher, and thus, more visible to the cagers in front of you. Like the Gixxer, the Ninja comes with passenger accommodations, but the focus is more on making them low-profile and less on comfort across the board.

Kawasaki scores in the chassis area for a slight edge with ABS protection that the Suzuki lacks. Neither ride comes with adjustable front forks, but Suzuki gets a win with adjustable rear-end height and tuneable rebound- and compression-damping values.

Size matters and so the Gixxer wins again with its 750 cc mill against the Ninja’s 649 cc plant, and while both brands keep the power figures close to the vest, it’s a given that Suzuki wins in the power column as well. The flipside to that argument is that the Ninja 650 ABS rolls for $7,799 against the Gixxer’s $12,499 sticker, and that kind of money can buy a whole lotta’ brand loyalty.

He Said

“Yeah so, it’s a Gixxer, and not just any, but the displacement that brought the family and genre to the world. It feels like a direct connection to the original as long as you ignore the lack of steel frame and air-cooling, which seems to give it a little extra coolness. Anyone looking at this bike should remember that it rides more like a liter and less like a 600 in spite of a displacement that falls closer to the lower bracket, so be ye careful ’cause this bike will surprise you.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, "I’m not a stupid-fast bike fan, so the Gixxers aren’t usually on my radar. I’m not saying they’re bad; just not my cup ’o tea. The GSX-R750 is no exception, however, let me look at it for what it is. It’s a bike for an experienced rider. It is definitely on the (GSX-R)1000-powerband side rather than the 600, and oddly enough, the sensation of speed isn’t there. Without looking at the speedometer and just judging by feel, you could end up well over the speed limit and get yourself in trouble in a heartbeat, so be aware."

Suzuki GSX-R750 Specifications

Engine & Drivetrain:
Engine: 4-stroke, liquid-cooled, DOHC
Displacement: 750 cc
Bore x Stroke: 70.0 mm x 48.7 mm (2.756 in x 1.917 in)
Compression Ratio: 12.5 : 1
Fuel System: Suzuki Fuel Injection
Starter: Electric
Lubrication: Wet sump
Ignition: Electronic ignition (Transistorized)
Transmission: 6-speed constant mesh
Final Drive: Chain, RK525ROZ5Y, 116 links
Chassis:
Suspension Front: Inverted Telescopic, coil spring, oil damped
Suspension Rear: Link type, coil spring, oil damped
Brakes Front: Brembo, Disc, Twin
Brakes Rear: Disc
Tires Front: 120/70ZR17M/C (58W), tubeless
Tires Rear: 180/55ZR17M/C (73W), tubeless
Dimensions & Capacities:
Overall Length: 79.9 in (2,030 mm)
Overall Width: 28.0 in (710 mm)
Wheelbase: 54.7 in (1,390 mm)
Ground Clearance: 5.1 in (130 mm)
Seat Height: 31.9 in (810 mm)
Curb Weight: 419 lbs (190 kg)
Fuel Tank Capacity: 4.5 gals (17.0 L), 4.2 gals (16.0 L) CA model
Details:
Warranty: 12 month unlimited mileage limited warranty.
Colors:
└ 2015: Metallic Triton Blue / Pearl Glacier White, Glass Sparkle Black / Pearl Mira Red
└ 2016: Metallic Triton Blue, Metallic Matte Black No. 2 / Glass Sparkle Black
└ 2017: Metallic Triton Blue, Glass Sparkle Black / Marble Daytona Yellow, Pearl Glacier White
└ 2018: Metallic Triton Blue, Candy Daring Red/Glass Sparkle Black, Metallic Oort Gray No. 3/Glass Sparkle Black
└ 2019, 2020: Glass Sparkle Black/Pearl Glacier White or Metallic Matte Black No.2/Glass Sparkle Black
Price:
└ 2017: $12,299
└ 2018: $12,399
└ 2019, 2020: $12,499

Further Reading

Kawasaki Ninja 650

2017 - 2019 Kawasaki Ninja 650
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See our review of the Kawasaki Ninja 650.

Suzuki

ALLYN IMAGES: DO NOT DELETE
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Read more Suzuki.

All images featured on this website are copyrighted to their respective rightful owners. No infringement is intended. Image Source: suzukicycles.com, kawasaki.com

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