Motorcycle specifications SuzukiGSX-F 750 2007 Sporty roadster at a great price
also available in 600, the GSX-F is Suzuki's sporitvo-GT. Completely restyled in 1998, its new bio-design with a strange look gives it a certain stature. The rear end, with its distinctive tail light, was redesigned in 2003 for a more conventional look. The rest of the machine evolves very little. The manufacturer should have made an effort on the suspension, especially the rear, which is too dry. The engine, derived from the old GSX-Rs, has stood the test of time. Suitable for road use, it has retained certain details of its sporty youth, such as a slight presence of vibrations and vocals that are more sporty than GT.
it can be supple, a little hollow between 4 and 6,000 rpm, then more forthright in its effort beyond that. A sportier pace is not very advisable. The bike lacks stability at high speed, the front end can bounce over small bumps, and braking lacks bite (as with all Suzuki bikes). Sitting slightly bent over on the half-guidelines, the rider can travel quickly, as the fairing and bubble provide sufficient protection. The passenger, however, is less protected and, like the driver, must rely on a (too) firm seat. So is the gearbox. Fairly easy to handle, this tourer offers good versatility and comfort. Its equipment is complete and its capacities attractive. As a competitor to the Honda 800 VFR and Triumph Sprint ST, it can't compete with them in terms of rigor and roadholding. However, it can provide the same services, without the sportiness, for an absolutely unbeatable price.
M.B
(inspired by Moto-journal - manufacturer's photos)
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On the ride side, it's smooth, pleasant to listen to (for those who like 4pat') and can be sufficiently playful, without being dangerous. Its engine, derived from the indomitable GSXR, is flawlessly robust and easy to maintain
The fairings are sufficiently protective, and the look makes it truly unique (I like its rounded styling, not chiselled all over like the new but no less aseptic motorcycles)
As far as I can tell, it doesn't suffer any damage whatsoever, consumes no more than 6-6.5l/100km (except for sporty riding, I imagine), isn't greedy for oil and slips effortlessly through traffic ;)
A good all-rounder, in fact, because its driving position is far from radical, in fact it's quite comfortable. Rating : 4/5 Respond to Jerry
GSXR blocks are black. Blocks from bandit are grey (source: Haynes service manual) Rating : 5/5 Respond to LaP
2022, 2nd purchase for me. Back to my roots. I found a super-clean 2001, 44,000 km, almost original, well-maintained machine
I'm like a kid! (I'm 53, to be precise lol). A youngtimer that has remained very pretty for my taste
A Suzuki success story for me. Rating : 4/5 Respond to Doudou
I sold my 1800h Harley too heavy and health problem 62 years the virus since the age of 16 years what do you think of the handling of the susuki at a standstill and rolling Rating : 4/5 Respond to Ben 72
Rating : 1/5 Respond to Cris
it was my first bike and at 47 I bought another one in great condition.
it's very economical in every way.
you can go for a ride or opt for a sporty ride.
i love it.
Rating : 5/5 Respond to DAVDAV
easy to handle.
i still have a 750 cc GSXES, much rougher than the gsxf and more polivalent Rating : 5/5 Respond to aygle1
i have just acquired a GSX-F 750 of 2001 very beautiful bike, to put itself has the motor bike at 48 years the top, well go my question I seek the technical review of this model can you help me
cordially jose merciiiiiiiiiiiiiiiiiiiiii Rating : 5/5 Respond to jose
The Revue Moto Technique is here:
http://www.revue-technique-auto.fr/Rmt-Honda/1297-Rmt-honda-xl650v-2000-2001-et-suzuki-gsx750f-1998-2001-9782726891902.html Rating : 3/5 Participate in the conversation
sincerely jose Rating : 4/5 Participate in the conversation
I'm looking for supports and panniers for mine. It's from 2000. Is there a difference between the mounting and the 2003 model? Rating : 3/5 Participate in the conversation
for the noise you can forget about it, you have to change the pot, that's what I did a few years later on my 2000 GSX-f 750 Rating : 5/5 Participate in the conversation
Rating : 4/5 Respond to helder39
So here's my assessment after 1 year of daily use (nearly 20,000 km in all weathers), 60% highway, 30% road and 10% city.
First of all, I'd like to make it clear that I'm not very used to 4-cylinders: I've always had single- or twin-cylinders, my previous one being a Transalp with which I was quite satisfied and with which I had a lot of adventures.
The GSXF 750 interested me because, having moved house and changed jobs, I had to do a lot of touring. This bike is supposed to be a tourer, much less expensive than a BMW but at least as reliable, so it seemed a perfect compromise.
EXTERIOR, CYCLE SECTION: the bike looks pretty good, and despite its age, it still looks good, and a lot of youngsters look at it with envy!
However, it's very long (so not necessarily easy to park everywhere) and, above all, very, very heavy. If it starts to tilt too much, there's no holding it back, and once it's on the ground it takes at least 2 people to get it up without losing a vertebra (I can't do it on my own, even though I'm not particularly puny).
Another side-effect of the weight is that if you're under 2m tall, there's no hope of putting it on the center stand, so it's unusable.
My mechanic tried, and even he, who's used to it, had to ask his assistant for help to get it right!
The side stand is therefore the only one available, and unfortunately it suffers from some major design flaws: it's relatively badly positioned next to the gear selector (you often make a mistake at first), and above all tends to fold up very easily. After dropping the machine a few times when stationary, I came to the conclusion that it should only be parked uphill, and/or with the front wheel blocked by a stone or wall.
BRAKING: one word for it: impressive! I've never seen anything like it before, but once when driving to avoid a car, I actually lifted the rear wheel, and on a machine of this size, that's quite astonishing.
DRIVING: let's face it, this isn't a bike. Given its size, it has a bit of trouble slaloming between stationary cars to get back up to a red light. Especially as the turning radius is closer to that of an ocean liner than a scooter.
It's not particularly wide, so it's easy to go straight up a lane.
Generally speaking, though, it's not the ideal machine for city use: too heavy, too long, not nimble or maneuverable enough, tricky to park.
On the road it's already much better, in the mountains I had more fun with the Transalp, but you can't say that the ride is unpleasant, far from it.
On the freeway, it's clear that this is really the Transalp's area of expertise. The weight that handicaps it everywhere else becomes an advantage; it's a real locomotive, and at 200 it can be driven calmly with one hand, even in strong crosswinds.
I was surprised by the lack of cornering stability: coming from the Transalp, I imagined that a tourer of this type, with a good rear tire, would hold the road almost like a circuit bike.
Wrong! You have to be careful when leaning, and I had a few scares without reaching any angle limits, even on perfectly clean and recent asphalt.
The handlebars are a bit heavy, and at first I had the feeling that they turned left or right on their own when cornering, but now I'm used to it and it doesn't bother me anymore.
The bike handles a lot without hands at low speeds (30-50km/h), for example when arriving at the tollbooth if you let go of the handlebars to start taking off the gloves. But it's totally insensitive if you keep your hands on the handlebars.
My mechanic thinks it's due to the top-case, which makes the bike a bit unbalanced, but I haven't done a test without it to check.
The lighting is of poor quality: there's no independent adjustment for the height of the headlight, which is linked to that of the dipped-beam headlight, and remains far too low even at maximum.
As a result, the bike shines brighter in headlight mode... but exactly at the same point, and not any further down the road!
I'm currently set to maximum height, and I can ride with full headlight without the slightest sign of protest from oncoming traffic.
Suffice to say, this isn't great for safety on mountain roads when it's getting dark (I'm used to going full-beam at this point so that people can see me coming round the bend), and you're bound to lose out in a headlight battle with a motorist who's forgotten to change back to the dipped beam.
I haven't had the opportunity to drive for long on unlit roads at night, but it seems pretty difficult, if not dangerous.
Top speed isn't an essential factor for me, I'm past that age, but I do occasionally take it up to 200 for fun. It's easy to play with, and can be driven very easily and safely at high speed.
I haven't tried to go any faster, partly because I'm not really interested, and partly because in my area the freeway is very winding and there aren't really any straights long enough to have time to exceed this speed without taking risks.
ENGINE: nothing to say, it's Japanese, reliable, smooth, powerful, and starts right up, whatever the weather.
Power starts to arrive at 4,000 rpm.
Of course, there's plenty of reserve to overtake if need be, but I'm ashamed to admit that some scooters burn me out in the first few metres, especially as you can't reasonably exceed 40 or 50 km/h in first gear!
I find the fuel tank too small (20 liters), and with the fuel consumption of this type of bike, you have to refuel every 200 to 300 km (depending on the type of riding). Personally, I go to the pump about 3 times a week, which is a bit of a pain.
One point I hadn't thought of, as I've always had very rustic bikes: it's a sharp engine, which revs a lot, and so can't bear neglecting maintenance.
This means frequent servicing, top-quality oil, etc... and all this is not cheap.
Add to this the price of tires (the rear one lasts a maximum of 15,000 km and costs around 200â'¬), and the cost of maintenance is far from negligible.
And it's out of the question to cut corners, as the slightest grain of sand is unforgiving on a machine that revs up to over 200.
GEARBOX: this is where it gets tricky. The engineers who imagined this bike must have abused some illicit substances when they designed it, because they fitted it with a gearbox... for a trial bike!
Let me explain. First of all, the gears are ridiculously short, with the original gears you're up to 7000 revs at 130 in 6th gear, and you don't get much over 40km/h in 1st gear. I spoke to my mechanic about it, thinking there must be a problem somewhere, or that the previous owner must have made modifications.
But no, according to him, everything was as it should have been. He told me that the red zone was at 12,000 revs, so at 7,000 we're in the clear. But if on paper it looks OK, in practice it's not: if you buy a tourer, it's for long-distance driving, and there's nothing pleasant about driving at 7000 revs for hours on end.
What's more, fuel consumption at this speed is relatively high, approaching 15 l/100km.
So I immediately had the smallest sprocket and the biggest pinion we could find fitted, but this only gained me a few hundred rpm, and the change was barely noticeable in terms of driving.
On the other hand, the difference was enormous for fuel consumption, which I reduced by almost 50% just by lengthening the gears.
But even then, 6th gear can be shifted without any problem at 50km/h, so you end up with a single speed between 50 and 200!
But that's not all! You need to be aware that the GSXF 750 is a 3-speed motorcycle: 1st, 3rd, 6th.
In fact, the gears are so close together that they are always shifted by 2 or 3, or even by 4!
Each gear is separated by around 300 to 400 revs (6th by around 500), and when you shift them one by one, you really feel as if you've stayed in the same gear by releasing the clutch.
Just imagine: at 60 kph, we're at 5,000 revs in a second, and 3,000 in 6th gear (with my "long" gears), that's only about 2,000 revs between 4 gears!
RI-DI-CULE !!!!!
I've never seen such an ill-adapted gearbox on any vehicle, it's absolutely incomprehensible.
And it's bad enough when you're starting off, but it becomes downright dangerous when you need to overtake, and you have to lower 3 gears instantly to get power. It's best to plan ahead...
This gearbox is a real nightmare, and frankly spoils a lot of the riding pleasure.
If I'd wanted a bike that could climb trees, I'd have bought a trials bike. But the reason I went for a touring bike was precisely to have long gears and be able to make long trips on the freeway with reasonable fuel consumption and without having an engine that screams the whole way.
And I think that with this bike and the power it has, it's quite possible, you don't necessarily need a BMW to ride quietly on torque.
As a result, on the freeway, we're constantly faced with a compromise: either keep to a fuel-efficient 110, which is ridiculous for this type of bike, or exceed 130, knowing that you're doubling your fuel consumption.
Once again, the pleasure of riding flies out the window, again because of that stupid, totally unsuitable gearbox...
OVERVIEW :
- Plus: engaging, reliable, safe on the freeway, good design.
- Minus: totally unsuitable gearbox, excessive fuel consumption, and a few less serious but nonetheless annoying faults (unusable center stand, badly placed and unreliable side stand, lighting...).
It was undoubtedly a good deal for the price I paid, but I think that in the future I'd rather save my money and buy a BMW that doesn't have these faults. Rating : 3/5 Respond to Ricky
Have it checked:
1. rear damping
2. front/rear wheel bearings
3. steering bearings
4. swingarm tightening/centering
5. frame tightening (frame condition? crashed bike hidden by previous owner?)
LaP
Rating : 4/5 Participate in the conversation
bonne route a tous et soyez prudent. Rating : 5/5 Respond to patrick70
having had a 100hp GSXR, I think the official 92hp is well over the limit; my buddy on a 900 SS and the other on a FZR 750 were easily put down. the tires need to be changed for radials, and the braking isn't good enough for hard riding, but at Carole it's the queen. in short, I got rid of it with regret. I'm currently riding a water-powered Bandit S. It's very different: it has good acceleration, but doesn't have the same ease on the freeway, even in Germany. Rating : 5/5 Respond to jeanvmy
Very good range (min 300km) with average fuel consumption of less than 6l (5.1l for a round trip between Lille and White Nose with 2 people, without revving). After 6,000rpm, the sound becomes raucous, even if the original pot muffles the vocals a little, and a kick in the ass is felt.
It's not made for the adventurous, but it feels like it's on a rail in the bends, I find it stable, the braking correct, and the suspension/shock absorbers too. Flexible, its size and weight don't get in the way in town.
Inexpensive insurance, good second-hand deals.
Shifter a little hard (a detail), center stand difficult. Lacks a higher or double-curved bubble for highway use, and an engine temperature gauge.
Choke and reserve are manual.
Under the seat, there's room for a medium U, rain pants, helmet mesh and a goggle box.
Aesthetically, this bike is a real eye-catcher for newbies, who are impressed by the massive, sporty front end, which I love. This model is quite unusual, which adds a touch of exclusivity Rating : 4/5 Respond to suzugy
This lady is very welcoming. She'll take you everywhere without too much trouble, sneak (you wouldn't believe it by looking at her) into traffic jams, protect you on fast journeys (from wind, water, ...), and won't ruin your budget!
20000km kilometers with... I love it
Despite everything, I'm looking to upgrade to a more torquey engine. I miss it too much to wind as I like. I'm really angry with Suzuki for not having made a 1000 version or more with this companion. Really...
The old one is heavy and doesn't appeal to me as much, the bandit 1200 doesn't suit my posture despite its fantastic engine... So, from my point of view, there's one missing from the catalog
And I'd better warn you, finding a replacement isn't easy. And yet, I've tried a bunch of them
Have a nice trip! Rating : 5/5 Respond to fanf
ps there are plenty of sites and forums dedicated solely to the GSXF....A WHEN THE LEGEND....BYE BYE and safe to all Rating : 5/5 Respond to oli
1 - i'm 166cm for 60kg and have been riding since 1969 (i'm 57). my first impression was that it was easy to ride, and contrary to what i've read, it's not heavy at all, my feet touch the ground well and the milling is very efficient. it is indeed a little stiff, but that doesn't affect comfort at all, I like the position and I think that between us it's going to be a nice story, I'll come back in 2 or 3000 kilometers (one month) to tell you more, but I recommend it because moreover I find it beautiful (classic but sayante) the color is the one you see on the presentation photo. Have a good trip!
Rating : 5/5 Respond to pepefolks
i hope it will last me a long time
at this mileage still no valve or carburettor adjustment !!! Rating : 5/5 Respond to pascalg4
hello to all motorcyclists
CAMILLE Rating : 5/5 Respond to CAM
a+ et bonne route Rating : 5/5 Respond to basquoi
Reliable, always there when you need it, with plenty of trunk space when you need it
Comfortable as a duo, it swallows up the kilometers without flinching at speeds that would make Sarko pale
In short, I recommend it, and at such an attractive price, my new bike will be... a GSXF. Rating : 5/5 Respond to JLD
this machine doesn't play games, it grows well
fraine moyen comsome pas mal 7 8 liter 100 mais et super pour rouler lontent Rating : 5/5 Respond to alex
it's a bike with character, and it's not expensive to buy
for those who want a 750gsxf, don't hesitate, get it! Rating : 5/5 Respond to joce 34310
A+ Rating : 5/5 Respond to legréo
Low purchase and maintenance price: At least 250 kms before switching to reserve while driving slowly. Dunlop tyres fitted, front tire changed at 18,000kms and rear at 24,000kms! Beware of cold tires though..
To be recommended to sensible beginners, because it really pushes when you get going! The chassis and braking then show their GT limits
Excellent machine for everyday use (Paris region). Rating : 5/5 Respond to Jiji
possibility of winding or teasing the asphalt. In a word, GENIAL! Rating : 5/5 Respond to unbreton
It's got plenty of torque down low, and I can't fault the braking
Consumption in the 8 liters / 100 km
Suspensions need fine-tuning, and don't hesitate to change the fork oil. Rating : 5/5 Respond to Fravic