2015 Suzuki GSX-S750 and GSX-S750Z Preview
The middleweight Naked class just got a lot more interesting
The 750 Naked bike class has just gained a formidable entry. Suzuki Motor of America as taken the wraps off the 2015 Suzuki GSX-S750 and GSX-S750Z, which our European readers will recognize as the GSR750 that’s been available on the Continent since 2011 but will now arrive in the U.S. for the first time. These functionally identical motorcycles will certainly enliven what has been an energetic class in the last year.
Using the engine from Suzuki’s best selling model – the GSX-R750 – as a starting point, the GSX-S750’s 749cc mill has been massaged to deliver performance in the rpm range most commonly encountered on the street. With the charges and spent gasses flowing through specially designed intake/exhaust tracts, the valves are directly operated by cam profiles designed to produce bottom-end torque coupled with mid-range power for optimal streeting acceleration.
Suzuki’s Dual Throttle Valve (SDTV) controls the delivery of the air/fuel mixture for smooth throttle response, while new iridium spark plugs initiate the combustion with a hotter, more powerful spark for a more efficient burn. Iridium plugs also reduce maintenance thanks to increased plug longevity. The triangular muffler shares a family resemblance with Suzuki’s GSX-R line.
The chassis of the GSX-S blends a twin-spar frame with a tubular rear section and then attaches it to an inverted fork and a link-type shock controlling a steel swingarm. Dual 310mm discs and 2-piston calipers handle front braking duties while a 240mm rear disc is clamped by a single-piston binder.
The 32.1 in. seat height mates with an aggressively upright riding position. A matte silver painted super bike-style handlebar reaches back to the pilot to ease the navigation of urban obstacles or sinewy backroads. The tightly integrated package announces the GSX-S750’s miscreant tendencies through thoroughly modern, angular bodywork that is best illustrated by the design of the 4.6-gal. tank and tail section with its LED taillight. Suzuki claims a 463 lb. wet weight and a 57.1 in. wheelbase. Rake and trail figures are as yet unavailable.
The instrument cluster features a large analog tachometer with a LCD digital speedometer plus readouts for gear-position, coolant temperature, fuel gauge, dual tripmeters, fuel consumption and a clock. The backlight has adjustable brightness.
Colors and styling are what differentiate the S750 and the S750Z. Where the GSX-S750 is only available in Metallic Matte Black, the GSX-S750Z stands out in Metallic Triton Blue / Pearl Glacier White. Additionally, outer fork tubes of the Z are anodized in a yellowy-gold color instead of a lighter gold hue, plus red-anodized fork adjuster bolts, a red shock spring and blue chain.
Pricing is as aggressive as the bikes’ styling, with the GSX-S750 retailing for $7,999, and the GSX-S750Z only slightly higher at $8,149. No on-sale date has been set.
2015 Suzuki GSX-S750 & GSX-S750Z Specifications
| Engine Type | 4-stroke, Inline 4-cylinder, liquid-cooled, DOHC |
| Engine Displacement | 749cc |
| Bore x Stroke | 72.0mm x 46.0mm |
| Fuel System | Suzuki Fuel Injection |
| Compression Ratio | 12.3:1 |
| Ignition Type | Electronic ignition (Transistorized) |
| Transmission | 6-speed constant mesh |
| Overall Length | 2115mm (83.3 in) |
| Overall Width | 785mm (30.9 in) |
| Overall Height | 1060mm (41.7 in) |
| Wheelbase | 1450mm (57.1 in) |
| Ground Clearance | 145mm (5.7 in) |
| Seat Height | 815mm (32.1 in) |
| Curb mass | 210kg (463 lbs) |
| Suspension Front | Inverted telescopic, coil spring, oil damped |
| Suspension Rear | Link type, coil spring, oil damped |
| Brakes Front | Disc, twin 310mm |
| Brakes Rear | Disc, 240mm |
| Tires Front | 120/70-ZR17M/C (58W), tubeless |
| Tires Rear | 180/55-ZR17M/C (73W), tubeless |
| Fuel Tank | 17.5 L (4.6 US gal) |
| Color | GSX-S750Z Metallic Triton Blue / Pearl Glacier White GSX-S750, Metallic Matte Black |
Like most of the best happenings in his life, Evans stumbled into his motojournalism career. While on his way to a planned life in academia, he applied for a job at a motorcycle magazine, thinking he’d get the opportunity to write some freelance articles. Instead, he was offered a full-time job in which he discovered he could actually get paid to ride other people’s motorcycles – and he’s never looked back. Over the 25 years he’s been in the motorcycle industry, Evans has written two books, 101 Sportbike Performance Projects and How to Modify Your Metric Cruiser, and has ridden just about every production motorcycle manufactured. Evans has a deep love of motorcycles and believes they are a force for good in the world.
More by Evans Brasfield
Comments
Join the conversation
Pity Yamaha does not update it's FZ1. I own one. The bike has it's fixable faults, but it also has the perfect bikini fairing, right out of the box. This bike just screams cheap with the 2 piston calipers and box swingarm. I guess it is cheap so there you go.
It would be interesting to lay a dyno chart for this bike over a current GSXR 750. My guess is there would be little if any advantage below 7,000 rpm and the GSXR would destroy it above that. "Tuned for torque" is generally a lie. "Detuned" is the truth, but that would not be too appealing for the marketing materials eh?
I like this bike's handlebar, tidy instrument package and the general look, especially the dirt bike inspired radiator shrouds. It is a pity really. Do it right. Put real suspension on it and a real motor. Sell it for slightly less than the sport bike due to the savings on plastic body panels. People want a non dumbed down version of this bike from Japan. They really do!
wow, i just realized that this discussion is years old!