A last-minute flight change, dense fog, a diversion to Abilene for refueling, an engine malfunction, a 3.5-hour rental car drive from Abilene to Austin – I arrive at Austin Land and Cattle restaurant 12 hours after having departed Los Angeles, halfway through the technical presentation for Suzuki’s 2015 GSX-S750. Suzuki’s Steve Bortolamedi kindly greets me with a scotch and rocks. Then, the wife calls to inform me someone sideswiped our van. Make that a double, Steve.

Normally there’d be a MO ScoreCard here, but inclement weather restricted us from experiencing the GSX-S750’s full potential. We felt it unfair to attempt scoring the bike until we can conduct a proper test.

Prior to my meal of chicken fried tuna (when in Texas …) Takeshi Hayasaki, president of Suzuki Motor of America, addresses the assembled media. He’s pointed at Yamaha’s FZ-09 being the motivation behind the GSX-S750. His comments are supported by the press material we are given, wherein some similarities (favorable to the GSX-S) are provided.

The instrument cluster is simple and legible and includes a gear position indicator, clock and fuel gauge. A nice feature is the cluster’s adjustable brightness. The FZ-09 is ride-by-wire with three power modes, the GSX-S’s throttle is cable operated with no power mode selection.

The instrument cluster is simple and legible and includes a gear position indicator, clock and fuel gauge. A nice feature is the cluster’s adjustable brightness. The FZ-09 is ride-by-wire with three power modes, the GSX-S’s throttle is cable operated with no power mode selection.

At $7,999 the 2015 GSX-S750 is $191 less expensive than the 2015 FZ-09’s $8,190 MSRP. Suzuki claims rear-wheel horsepower between the two models is similar (our last FZ delivered 104.8 hp), but the GSX-S’s lesser displacement (749cc vs 847cc) should equate to lower insurance costs (and torque production). A glance at the spec sheets reveal further similarities such as wheelbase (GSX-S: 57.1 in / FZ-09: 56.7 in) and seat height (GSX-S: 32.1 in / FZ-09: 32.7 in). However, the GSX does hold a gallon more fuel (4.6 gal vs 3.7 gal), but, more importantly in regards to performance, the Suzuki’s claimed curb weight of 463 pounds is 49 pounds more than the 414 claimed pounds of the FZ. Subtracting the extra six pounds of fuel weight still leaves the GSX weighing 43 more pounds than the FZ-09.

Discuss this at our Suzuki Forums.

What about the FZ-07? Displacing 689cc, the engine disparity between it and the GSX-S is only 60cc, compared to a 98cc spread between the GSX-S and FZ-09. At 397 pounds, the smaller FZ weighs even less than its sibling, and rides with 1.6 fewer inches between contact patches. More importantly, the FZ-07’s price tag of $6,990 is $1,009 less expensive than the GSX-S.

The standard model is available in only Metallic Matte Black, whereas the GSX-S750Z is offered in Metallic Triton Blue/Pearl Glacier White for $150 more ($8149). Additional features of the Z model include bright-gold anodized fork legs, silver matte-finish handlebars, a drive chain with blue side plates, and a red rear shock absorber spring.

The standard model is available in only Metallic Matte Black, whereas the GSX-S750Z is offered in Metallic Triton Blue/Pearl Glacier White for $150 more ($8149). Additional features of the Z model include bright-gold anodized fork legs, silver matte-finish handlebars, a drive chain with blue side plates, and a red rear shock absorber spring.

This is, of course, the groundwork for the shootout Suzuki is expecting. The potency of these two Yamahas is a known value, but even with these apparent advantages an FZ victory is far from certain. Like the V-Strom 1000 vs. FJ-09 in our recent Land Of The Roosting Sun: Four Far-Flung Adventure Bikes From Japan! shootout, the GSX-S is holding a few cards up its sleeve.

Exactly what those cards are is a little murky, because the same inclement weather that caused me so much grief getting to Austin, stuck around overnight, f’ing up our ride day with rain and low temperatures. I was able to ascertain a few riding impressions, most of which are favorable, but until we pilot the GSX-S750 in more temperate conditions, commenting on the full ability of the GSX-S will just have to wait.

This is the extent of lean angle I was willing to risk on our cold, rainy ride day. Too bad, because the GSX-S750 seems a willing companion. It’s heavier than the FZ-09 on the spec sheet, but it was impossible to tell if the GSX hides its extra pounds or suffers because of them.

This is the extent of lean angle I was willing to risk on our cold, rainy ride day. Too bad, because the GSX-S750 seems a willing companion. It’s heavier than the FZ-09 on the spec sheet, but it was impossible to tell if the GSX hides its extra pounds or suffers because of them.

Butter smooth is the inline-Four powering the GSX-S. Left to my own devices in Texas Hill Country, as the others sped off to lunch, I had ample opportunity to bump the rev limiter down the straight stretches of road between corners. I detected no high-frequency buzz at any engine speed in any gear. The same can be said about freeway droning speeds and around town surface street speeds.

Discuss this at our Suzuki GSX-R Forum.

Plucked from the K5 GSX-R750, the retuned 749cc mill features revised cam profiles and timing, as well as reshaped intake and exhaust tracts to give the naked bike more low- and mid-range power than its fully-faired counterpart. At the same time, Suzuki claims the GSX-S delivers 10% better fuel economy.

Front and rear suspension has spring preload adjustability. Visually, the GSX-S lacks the stylish swingarm and under-engine exhaust of the FZ-09.

Front and rear suspension has spring preload adjustability. Visually, the GSX-S lacks the stylish swingarm and under-engine exhaust of the FZ-09.

Suzuki’s Dual Throttle Valve system exhibited a harshness when twisting the grip from off to on, causing some driveline lash. Otherwise, incremental modulations elsewhere in the twistgrip’s range were met with smooth throttle inputs. The bars themselves seemed somewhat narrow, as I kept noticing my hand placement was at the outermost tip of the bar-end weights. Seating position is sport/standard with seat-to-footpeg distance maybe a little cramped for taller folk.

With cornering speeds reduced due to the wet pavement, using the brakes to scrub off more momentum than normal proved the dual caliper pistons and 310mm discs to be up to the job of hauling the bike down from stupid to safe speeds within respectable distances.

Twin 310mm discs are gripped by dual piston Tokico calipers up front, with a single 240mm disc and single-piston caliper at the rear. Stopping power and modulation seems more than adequate for street/sport application.

Twin 310mm discs are gripped by dual piston Tokico calipers up front, with a single 240mm disc and single-piston caliper at the rear. Stopping power and modulation seems more than adequate for street/sport application.

True corner-exit grunt can only be imagined as the GSX-S is not equipped with traction control, and with my analog TC right wrist set to don’t crash rain mode, forward thrust was metered to wimpy until the bike reached near vertical. Equipped with Bridgestone Battlax BT-016s, I’m certain the tires were capable of providing more lean-angle grip than I was willing ask, but rain is no excuse for crashing a bike at a press launch – please refer to Crash Dragon Editor Brasfield’s recent editorial (Evans Off Camber).

+ Highs

  • Engine smoothness
  • Fuel capacity
  • There’s something about a 750
– Sighs

  • Circa ’80s swingarm
  • Kinda heavy
  • FZ-09 tough to beat in performance and value

With a polar vortex of sub-freezing temperatures bearing down on Austin, the decision was made to forego the ride to, and parade laps around, COTA, and return to the warm confines of our hotel and the liquid spirits of its bar within. Hence, I cannot provide any honest assessment of the GSX-S’s handling mannerisms other than to say it exhibits wonderful straight-line stability.

The standard GSX-S750 is available in dealers now, with the GSX-S750Z coming soon. The bikes we rode in Austin were immediately repacked aboard an 18-wheeler bound for Suzuki headquarters in Brea, California. So, as soon as we round up a couple FZs and possibly some other comparable models, we’ll soon bring you a thorough test of the GSX-S750, and how it fares against its competition.

2015 Suzuki GSX-S750 Specs
MSRP $7999 / $8149 for the GSX-S750Z
Engine Capacity 749cc
Engine Type 4-stroke, liquid-cooled, DOHC, 4-cylinder
Bore x Stroke 72.0 x 46.0 mm
Compression 12.3: 1
Fuel System EFI
Transmission Close ratio, 6-speed
Final Drive Chain
Frame Steel, twin-spar
Front Suspension Inverted, KYB telescopic fork, preload adjustable
Rear Suspension KYB monoshock, preload adjustable
Front Brakes Twin 310mm discs with dual piston calipers
Rear Brakes Single 240mm disc with single piston caliper
Front Tire 120/70-17
Rear Tire 180/55-17
Seat Height 32.1 in
Wheelbase 57.1 in
Rake/Trail 25°/104 mm
Curb Weight 463 lbs
Fuel Capacity 4.6 gal.
Colors Metallic Matte Black/Metallic Triton Blue/Pearl Glacier White (Z model only)

Free Insurance Quote

Enter your ZIP code below to get a free insurance quote.

Suzuki Dealer Price Quote

Get price quotes for Suzuki from local motorcycle dealers.

Suzuki Communities

  • Old MOron

    Oh well, you did your best, given the weather circumstances. The FZ-7, FZ-9, and FJ-9 are really pegging my interest meter right now, so I’m really looking forward to the shootout with the GSX-S750.

    • http://www.ghostbikes.com/ Dan

      FZ- 9 is a good choice, from the previews I’ve been watching. For now, it`s quite expensive for me, because I also stress to get quality motorcycle gears.

      It`s bad to get such an amazing bike and not to have £ to get good items. I`m thinking of Rev’it motorcycle clothing.

  • Craig Hoffman

    Really interested in reading about the 1000 variant of this bike. The 1K has the good suspension and brakes, and of course a renowned engine that would really be hard to screw up with retuning as it is such a beast to begin with.

    • artist_formally_known_as_cWj

      My motorcycle show suit session also concluded the 1K to be the more comfortable of the two ( as determined by my 5’9″-ish frame).

      I’m currently having a bit of trouble seeing the appeal of the 750 as imagined, although I am interested in what might happen if it is given some saddle/ peg/ handlebar options, a windscreen and some form of luggage capacity.

      Less dirty touring alternative to DL650?

      • Guest

        “sit session”, that should be.

  • Y.A.

    This bike was so-so when it came out in Europe 4 years ago. That curb weight is a deal killer

  • Reid

    I don’t mind the swingarm, in fact I kind of like the simplicity of it. But the weight and obvious cost-cutting rather than value-adding features (where the Yamahas excel) is what kills this Suzuki. Not a bad looking or expensive machine, but it’s just not a great value or even a novelty like the Yamahas.

    • artist_formally_known_as_cWj

      what if it were $1,000 less? That’s what they’re being shown for where I am.

  • Adam Wisniewski

    Sigh, I was kind of expecting more out of Suzuki. They have so much to offer but instead, gave us a bike that doesn’t seem much different than my FZ8.