Motorcycle specifications SuzukiGSX-S 750 2017 A dose of snarl

faced with competition that was fiercer than ever, the GSR 750 had to move up a gear. Between the insolently successful MT-09 with its conquering 3-cylinder, a Z with a further increase in displacement to 900, an even more voracious Street Triple (765 cm3) and a host of temptations(Brutale 800, Duke, F 800 R, 821 Monster, Shiver, etc.), how could we maintain a good position in the market?
By evolving, by mutating, by acquiring new techniques and a more attractive name. The GSR era is over. From now on, the intrepid roadster can only be conjugated as : GSX-S!

now it's the 750's turn to reclaim the name. And the plastic that goes with it. Meaner, more polished, largely cloned from the 1000, the design of the GSX-S 750 is in keeping with Suzuki values. Aggressive just as it should be, not too shocking or disturbing, with the feeling that the brand could have gone further and didn't try to shake up the sector. For the most part, this doesn't matter, because the line is just right to seduce. We find all the aesthetic codes of the big GSX-S, with more measured proportions. Above all, Suzuki has taken care to dress up the little details that were a problem on the GSR 750. With the sabot, there's no need to endure the sight of an infamous catalytic converter. The gaping hole between the crankcase and the frame is covered by covers. Two others cover the swingarm anchoring points. In short, we've worked.

underneath, work has focused on preserving what's already been achieved, improving the engine and enhancing the peripherals. Take the front axle: the fork has been reduced (a rare feat) from 43 to 41 mm, is preload-adjustable and has finally been fitted with 4-piston radial calipers. To hold it all together, the rider gets a new, variable-section handlebar. Often criticized for its "simplicity", the swingarm has been redesigned for a more serious look. It's not yet as eye-catching as that of an MT-09 or the single-arm of a Monster, but it's getting better. Discreetly, the wheelbase has been increased by 5 mm, while the column angle has been opened slightly. As for the frame, Suzuki renews its confidence in it. A steel perimeter structure, less noble than the aluminum models of the competition, but nobody has ever reproached it. What's more, Bridgestone S21s mounted on new wheels will tell you what to do with this reworked chassis, and allow you to push it far. Believe me,testing these gumshoes is enlightening.

at the heart of the GSX-S lives the same block as under the GSR 750, the 750 GSX-R's toned-down engine. Excuse the pun. The same engine, but revised to adapt to Euro4. Does it suffer? Not a bit. In fact, this four-cylinder engine spits out more watts than before. We announce 114 hp at 10,500 rpm. Maximum power is perched 500 rpm higher than on the GSR. Torque is slightly higher, at 8.3 mkg, obtained at the same 9,000 rpm.
How did the manufacturer find these 8 extra horses? With a bit of technique. Ventilation holes in the crankcase reduce pumping losses. On the intake side, air arrives via a new airbox with 3 optimized ducts, then mixes with fuel via 10-hole injectors (8 on the GSR). Better intake, then better combustion for more power, before the new exhaust evacuates it all. Almost the same shape as before. The line is lighter, having got rid of the internal valves. The catalytic converter comes from the GSX-S 1000. What's more, the final drive has been shortened to give it more oomph, but the good calibration of the 6th gear means that it doesn't take away any top speed.

chassis, engine, but that's no longer enough in a digital world. No worries about the dashboard. Just steal the big sister's. Full digital, monochrome, not necessarily cheerful, but full of information. Where it gets more interesting, and where the GSX-S upgrades with new technologies, is in its traction control. By checking a number of parameters every 4 milliseconds, the system intervenes in good time to catch any slip-ups. It acts at 3 levels: 1 for sporty drivers, 2 for standard intervention, 3 when the road is slippery, and can be deactivated for the more daring. ABS is also part of the equation, as are a number of in-house solutions: Easy Start, a simple push on the starter motor and it takes care of itself until the mill starts, and Low RPM Assist, which increases engine speed to avoid stalling. Come on, a little more effort to get up to European standards. All that's missing are the riding modes and a shifter.

the GSX-S 750 wisely takes over from the GSR, with a host of welcome improvements. The equipment has been enriched, the styling taken from the 1000 suits it nicely, the engine develops more power and its desire to fight has been taken up a notch. And if it's priced at the lower end of the range, the competition may not take kindly to it.

M.B - Manufacturer's photos