For a bike with such a reputation for razor-sharp handling the Suzuki GSX-R750 actually turns in relatively slowly – thanks in part to the long swingarm. Which is why this bike uses a 180-section rear tyre to pep it up a bit.
The Suzuki GSX-R750's suspension is almost perfect, though to get the very best from a bike with more than 16,000 miles on the clock you’ll need to refresh or replace the shock and forks. The brakes aren’t bad, but the initial bite feels feeble.
The Suzuki GSX-R750's DOHC, fuel-injected honey-dripper is smooth in delivery, brawny in performance and mated to a light and precise throttle. The Suzuki GSX-R750's airbox and exhaust noise is addictive and everything seems to feel better and better the faster you go.
Power is up to a genuine 118bhp, but a race can and a Power Commander can push that up to a cool 125bhp. The Suzuki GSX-R750's gearbox should be slick and precise.
The Suzuki GSX-R750's finish is, well, indifferent. The tank paint is thin, the stickers peel if you jet wash it and the whole Suzuki GSX-R750 goes irretrievably shabby if you ride it through winter.
The Suzuki GSX-R750 K1-K3 models are stunningly efficient track weapons. They let you exploit every fraction of their immense potential at a fraction of the cost of newer kit. Dealer prices for Suzuki GSX-R750s are ludicrously high and close to the money being asked for new 600s, which these days are much closer to the performance of the 750s.
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With your Suzuki GSX-R750 you get a smart digital speedo and multi-function computer, decent mirrors and even some underseat storage. There is a vast aftermarket dedicated to getting your Suzuki GSX-R750 to go faster, led by top Suzuki tuners Yoshimura.