Drag site icon to your taskbar to pin site. Learn More

2014 Suzuki GSX-R750 Comparison Photo Gallery

See photos of Suzuki’s classic GSX-R750 as it races against the stopwatch during the 2014 Suzuki GSX-R750 Comparison review shootout test.

2014 Light-Heavyweight Torque Chart.
2014 Light-Heavyweight Horsepower Chart.
Although Suzuki was the first Japanese brand to adopt monobloc braking hardware from Brembo the set-up is prone to fade and have an inconsistent feel as they build heat from friction.
The cockpit of the GSX-R750 is functional and without thrills. It also employs a BPF-enabled Showa front suspension with independent compression and rebound circuits located atop the fork legs.
The GSX-R750 doesn’t come fitted from the factory with a quickshifter but the folks from SoCal’s Bazzaz Performance fitted the set-up as part of its Z-FI TC black box that uses the Suzuki’s OE sensors to enable a rate-of-change based traction control system.
2014 Suzuki GSX-R750 - $12,299
2014 Suzuki GSX-R750 - $12,299
Though it doesn't steer the quickest the Suzuki’s chassis is as stable as a semi-truck. It’s also predicable and accurate – recording the second-highest average Superpole time.
The Suzuki’s chassis doesn’t give the same kind of sharp road feel as the Ducati’s or the MV’s. Still, no matter where you place the GSX-R on track you can trust it completely.
The GSX-R’s engine lacks a degree of mid-range acceleration making it important to a downshift into a lower gear to get optimum drive off corners.
Keep the GSX-Rs engine has a strong top-end and it posted the highest top speeds at the end of the straightaways at Chuckwalla.
Our testers preferred the less demanding ergonomics of the GSX-R compared to the European bikes.
The Suzuki tied the MV for having the highest average corner speed through our three measuring points.