The cheater entry once again, watch Suzuki's GSX-R750 carve up the road in our 2013 Supersport Street GSX-R750 video.
The ultimate cheater entry in this Middleweight Supersport Shootout, the GSX-R750 delivers a taste of Superbike performance in a Supersport package. The middleweight Gixxer is a controversial addition to the Supersport test. Its scores don’t affect the official shootout rankings, but we are compelled to include it as an exciting performance barometer and for reader reference. The all-rounder 750 is an attractive, and currently, unique offering in the sportbike world.
“That’s a bike I grew up on ever since 2001,” recalls Steeves, who as a young man earned his stunting stripes aboard the 750. “They’ve really dialed in that bike. It continues to be a bike that fits the bill between the 600 and the 1000.”
Engine power sets the 750 far apart in this shootout. The torque and horsepower charts show the distance of the 750 to the 600s – as it follows the same power curve, more or less (ignoring the odd-ball Ducati Twin), but with more oomph. Those additional 151cc bequeath an extra 21 ponies, turning the dyno drum to 126.65 horsepower and 55.52 lb-ft of torque. More cubes = more power. Go figure!
“The seven-fitty puts out the perfect amount of power in my book,” says Adey. “It’s enough to make a literbike sweat on the straights while flirting with a 600 mid-corner.”
“The power is fluent and consistent till 7-8K on the tach, then she kicks in and the monster comes out,” notes Massimo. “The 750 is entertaining to ride on every type of road. Plenty of horses to take advantage of and they’re easy to manage, with good throttle response.”
While the little Gixxer stood out amongst its Japanese rivals for its intake howl, the 750 does the same – but with an even fiercer sound signature.
“I was pleasantly surprised by the airbox that gives her a sound I have never heard on a Japanese mid-size bike before,” says Massimo. Adey agrees, noting: “The Gixxer’s motor feels smooth and competent. But it sings a different song when you wring its neck. It howls instead of screams like its Inline Four counterparts.”
The 750 must be ridden a little differently, compared to the less powerful 600s. It still prefers to be kept high in the revs, but it can lug around in lower rpm if need be. As such, not as many shifts are required, although the 750 drivetrain rates second – on par with its smooth-shifting sibling.
Despite the larger engine, the 750’s rolling chassis is near identical. It sports the same Showa suspension, with BPF front. Our measured curb weight for the 750 is 425 pounds, eight more than the 600. It’s not enough to adversely affect handling – though testers did rate the larger bike a nick below the 600 Gixxer on the scorecard.
“It’s still a light feeling motorcycle, and the suspension offers the right blend of comfort and sport,” promises Adam, who also notes. “The slipper clutch works pretty good for backing in maneuvers.”
Like the handling, braking performance also rates one position behind the 600 – despite identical Brembo monobloc stoppers. The slight scoring deficit in both categories may be credited to the 750 encouraging a more frenetic pace from its increased power. This can make the larger-displacement Suzuki more of a handful than the steady, consistent 600.
The GSX-R750 remains a potent, and unique, offering in the US market - a throwback to the 750 Superbike era.
Certainly, the larger Gixxer encourages hooligan antics with its edgy performance capabilities, and its chassis can handle pretty much anything a rider throws at it (see also quote above). It’s why Mr. Steeves and Waheed are drawn to the old familiar 750 mount like a moth to the flame.
The 750 doesn’t suffer in the rider comfort rankings, either. It carries over the 600’s comfy ergos, with identical 31.9-inch seat height and adjustable pegs, which the testing crew digs across the board.
“I fit fine on the Gix,” notes Adey. “The fuel tank is cut perfectly for your legs to press against. The pegs are positioned just high enough to clear your toes on extreme lean without adding discomfort while commuting.”
“You immediately feel at ease on these two,” says Massimo in reference to the Gixxers. “Compact and light, I really enjoyed riding both without much stress on wrists, back and neck.”
Styling got the same ‘meh’ results on both the 750 and 600 – mid-pack, nothing too inspiring or off-putting. The 750 is only available in the familiar blue/white livery, a minor disappointment for those that favor the 600’s uncharacteristic red colorway.
Pricing has changed for 2013, with Suzuki forced to jack up MSRP to $12,199. Back in 2011 it was only $300 more than its little sibling, making it difficult not to justify splurging for the 750. Even now at $600 more than the 600, it’s a value considering how much cash riders will have to shell out to get that 21 hp/10 lb-ft power gain via the aftermarket.
- 750 Inline Four offers more bark and bite
- Unique offering in the U.S. sportbike market
- Offers same street-friendly ergos as little Gixxer
- Price bump of $300 this year
- Brembo brakes not quite as precise as rivals
The Gixxer 750 presses its displacement advantage in the engine performance categories. The 600s just can’t match its power, and it acquits itself quite well as a real-world street bike. MotoUSA test riders rate it highly, but not as high as two other revamped 2013 models.
“This is the Suzuki 600 but 25% better,” says Adam, summing up the 750 well. “The powerband is much broader and it’s got some pretty impressive juice up top. I really like that you don’t see many of these bikes on the road anymore making it kind of a modern cult classic.”
Where does the GSX-R750 stack up on the track? Read more in the 2013 Suzuki GSX-R750 Supersport Track Comparison.