SUZUKI GSX-R750 (2011 - 2018) Review
- One of the best sports bikes ever made
- Delectable blend of ride and handling
- Neevesy's favourite bike
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£260|
Overall ratingNext up: Ride & brakes
After years of gentle evolution Suzuki went to town on its 2011 GSX-R750. Weighing in at 190kg, fully-fuelled and ready to go, it’s a massive 8kg lighter than the old model, giving the claimed 148bhp GSX-R750 a mouth-watering power-to-weight ratio.
The 750’s rolling chassis and bodywork is completely new, but it doesn’t get the GSX-R600’s radical engine overhaul and the resulting 1kg extra weight reduction. Aside from minor revisions to make it breath more easily, the 750’s motor is essentially the same as before, but it now promises to spin up faster and make more low and midrange power. Suzuki claims it’s 10% more fuel efficient too.
It still has the perfect mix of power and handling, but thanks to the lighter weight, acceleration is now more towards a superbike than a 600. It doesn’t have the new close-ratio gearbox fitted in the 600, so feels longer-legged in the higher gears on track, but will it will make for a less frantic machine on the road.
It’s fun, fast and handles beautifully, but crucially it’s very easy to ride fast, unlike a bigger sportsbike. Pound-for-pound we reckon it’s one of the best sportsbikes you can buy.
Suzuki GSX-R750 revisited in 2016
It takes the length of the pitlane here at the Racamulto circuit in Sicily to fall back in love with the GSX-R750.
Fond memories come flooding back from the times I’ve spent with this feisty Suzuki over the years - from its 2011 launch at the Monteblanco circuit near Seville, to road tests, sunny group tests and the cherry on top: a year spent living with a GSX-R750, riding around Europe and picking off 1000s at trackdays.
People always ask which bike I’d buy with my own money, and this is it.
The GSX-R750’s 148bhp motor (expect to see around 135bhp at the back wheel) isn’t so powerful that it chews through rear tyres, or needs traction and wheelie control. Instead it’s involving and easy to manage, like a 600, but has enough power and torque to lap a circuit as quick as a superbike.
That raw, haunting exhaust note at full throttle sends shivers down your spine and the Suzuki’s screaming, free-revving 750cc inline four-cylinder is a masterpiece.
Fitted with Metzeler Racetec RR K2 race tyres it laps Racamulto in 1m 11.53s. We tested an Öhlins-shod, Brembo-braked Fireblade SP here on the same day – and the Honda is three tenths slower. And the giant-killing stats keep coming, because, fully fuelled, the GSX-R750 tips the scales at a measured 194kg, which is lighter than any current 1000, as well as the Honda CBR600RR and MV Agusta F3 800.
Steering is light, precise and the feel through the chassis is immense, so you can balance on the edge of front and rear grip like a pro. You can ride it any way you want and it will flatter - go smooth and flowing, or grab it by the scruff of its neck and use it like a 1000, it’s your choice. The GSX-R750 is that rare breed of motorcycle that has a few per cent more chassis than engine. It’s the perfect sportsbike.
The harder you push, the more confidence the GSX-R750 gives you. Take a deep breath, push harder again and you’ll find another deep pool of performance to splash around in. Not only is it fast, it’s more fun than the latest electronically strangled superbikes and will let you skid gracefully into corners and pull huge maniacal third- gear wheelies.
Sportsbike evolution has moved on massively over the past few years and it’s all about litre bikes with 200bhp, packed with sophisticated electronic rider aids. But the GSX-R750 is a lesson in sportsbike purity.
This current-model Suzuki GSX-R750 (L1-L6) hasn’t changed since it was released to replace the K8-K0 version in 2011. The bike you see in the pictures is the original L1, but the only change to this year’s L6 version is the MotoGP/Sert paintjob.
But what’s most impressive is the price: it costs just £9999, which is actually £25 cheaper now than it was in 2011! Better still, you can pick up an early used L1 model for as little as six grand.
There’s also a 30th Anniversary version for £200 more, which has a retro 1985-inspired paintjob, a titanium Yoshimura R11 end can, double bubble screen, tank pad and carbon effect stickers for the fuel cap trim, top yoke, frame and seat cowl.
In its 31-year history, the GSX-R750 has beaten off dozens of rivals in a class that started off as superbike (until 1000s pinched that category) and then morphed into the ‘middleweight’, which is a name we gave to those bikes that never fitted neatly into the 600 or 1000 class.
Once you've read this review and our owners' reviews, you might want to consider joining an online community to talk to likeminded owners. We'd suggest the GSXROC would be a great place to start.
Ride quality & brakesNext up: Engine
It’s still civilised, comfy and thanks to adjustable footpegs, roomy enough for tall riders too. The suspension is plush on the move and there’s lots of adjustment for track riding too.
Showa Big Piston Forks give lots of support and feel, while Brembo Monobloc calipers are a big improvement over the old model’s brakes. They still fade on track, but not as much as before.
With much less weight to lug around, the GSX-R750 is a joy to ride fast. It loads you with feedback and flatters your riding. There are few bikes that can cover ground as fast and are such fun at the same time. The new chassis has a 15mm shorter wheelbase, so steering is even lighter than before. In the real world, the GSX-R750 is every bit as fast as a 1000.
EngineNext up: Reliability
Unlike the 2011 GSX-R600 there are only minor changes to the 148bhp, 750cc inline-four-cylinder motor. It now has pentagonal-shaped ventilation holes in the block, instead of round, which they say reduces pumping losses inside the engine and creates more bottom end power.
The primary injector nozzles are changed from 41 to 35 degrees inside the throttle bodies. The gearbox remains the same. A revised, more efficient ECU has been moved from under the seat to the top of the airbox to save weight on the length of wiring loom.
Blip the throttle and you still get that angry, metallic GSX-R rasp from the airbox and exhaust. The revs spin up almost as quickly on the move, racing through the gears, as it does at a standstill. The GSX-R750’s performance is as much as you’ll ever need on the road or track.
Suzuki GSX-R750 revisited in 2016
The 750’s motor can bog down if you’re not in the right gear, so fitting a one-tooth smaller front sprocket helps keep the engine in its sweet spot. It transforms track and road riding, at the expense of a bit of top speed, but who needs a top whack of 181mph, anyway?
Ever since the SRAD days, the 750 has been based on the 600 (the 750’s engine is now a bored and stroked 600). It shares exactly the same chassis, suspension, wheels and brakes, rather than being a smaller GSX-R1000. Mixing 600 supersport handling with 750cc grunt has always been the secret to the GSX-R’s success, but it’s also its downfall. With the supersport class all but dead, none of the manufacturers have much of an appetite to make a new 600, so it follows that we shouldn’t hold out much hope for a new GSX-R750 anytime soon. But even if the current GSX-R750 stays around for the foreseeable future, it’s no bad thing. It might be a bit long in the tooth (you can trace this model back to the 2000 GSX-R750Y), but it’s still one of the best sportsbikes money can buy.
When a stock Suzuki GSX-R750 did 181mph
Back in the summer of 2013 we tested this actual GSX-R750 against the then new MV Agusta F3 800 and the Ducati Evo Corse SE in a very special test. In glorious conditions we toured the roads of southern Italy, scratched around the Nürburgring-esque Nardo test track and blasted around its eight-mile speed bowl.
Not only did the Suzuki cream the test, it also hit an incredible GPS-confirmed 181mph top speed around the bowl.
Granted, it took fellow tester Chad seven miles with the throttle against the stop for the GSX-R750 to creep up to that speed, inches from the Armco at the highest point of the bowl, but it did it.
Not even the GSX-R1000 is that fast now. The best we see in MCN tests is the mid-170mph mark, which backs up rumours that some Japanese manufacturers are placing 280km/h limiters on their superbikes.
So not only is a 750 faster around a track than a Blade, it’s faster than a GSX-R1000, too.
Reliability & build qualityNext up: Value
In terms of reliability, GSX-Rs will never let you down. They’ll take any abuse you throw at them all day long – they seem to actually enjoy it. Build quality is very good, but the paint finish isn’t as deep as some machines and can stone chip easily.
We've got 14 Suzuki GSX-R750 owners' reviews on the site, with an overall score of 4.8 stars out of 5. It's clear buyers absolutely adore their bikes. There are no prevailing problems to be concerned about.
Value vs rivalsNext up: Equipment
Rivals for the GSX-R750 have come and gone. When the L1 was released in 2011 it beat the Ducati 848 and when the fast-but-quirky MV Agusta F3 800 turned up in 2013, it beat that, too. But it was only when Ducati released their sublime 899 Panigale that the battle weary GSX-R750 was finally knocked off its throne.
But, for 2016, the ‘baby’ Panigale grew to 955cc and moved into a lonely sub-litre class of its own. We tested the 959 Panigale here at Racamulto and it was 1.3 seconds faster than the Suzuki, which proves the Ducati isn’t a middleweight anymore. That meant the GSX-R750 was back as the king of the middleweights.
Compared to the latest 1000s, the GSX-R750 is sparsely-equipped, but that’s the way it’s supposed to be: it’s light, simple and fast.
It does have a speed-sensitive, electronic steering damper and two power maps, which are easily switchable from the left bar. There’s a new dash, which incorporates a gear position indicator and lap timer and of course those Showa forks and Brembo brakes.
Got more to spend? Well, you can fit a fork cartridge kit to improve front end feel, a race exhaust for more power and less weight and a Dynojet Power Commander (remember those?) to smooth out the Suzuki’s snatchy fuelling, which unfortunately seems to be a staple of their new bikes, nowadays (the new GSX-S1000’s fuelling is horrid).
|Engine type||16v, inline-four-cylinder|
|Frame type||Aluminium twin spar|
|Fuel capacity||17 litres|
|Front suspension||41mm Big Piston Forks forks, fully-adjustable|
|Rear suspension||Single shock, fully adjustable|
|Front brake||2 x 310mm discs with Brembo monobloc four-piston radial calipers|
|Rear brake||220mm single disc with single-piston caliper.|
|Front tyre size||120/70 x 17|
|Rear tyre size||180/55 x 17|
Mpg, costs & insurance
|Average fuel consumption||39 mpg|
|Annual road tax||£93|
|Annual service cost||£260|
|Used price||£4,900 - £9,000|
16 of 17
How much to insure?
|Warranty term||Two year unlimited mileage|
Top speed & performance
|Max power||148 bhp|
|Max torque||64 ft-lb|
|Top speed||175 mph|
|1/4 mile acceleration||-|
|Tank range||147 miles|
Model history & versions
- K7 introduced in 2011
- Went off sale in 2018
Owners' reviews for the SUZUKI GSX-R750 (2011 - 2018)
15 owners have reviewed their SUZUKI GSX-R750 (2011 - 2018) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£260|
This is my second one, with a few others in between. Superb road bike and not bad on the track either. More fun than my GSRX1000R on the road and probably just as fast on the track. Just upgrade the front brake for serious track work. I also think the build quality is better than my 2018 thou.
Worth upgrading the master cylinder for track work.
It has a rev counter. What more do you want?
Annual servicing cost: £200
I've taken this bike everywhere from track to single track. It does everything.
I have owned a Z800, Z1000, MT-09 and R6 in recent years but this is by far the most comfortable beast of the lot. Loving every minute on it.
They are fine in town or while commuting. I miss some feedback on weekends when i need them to be more responsive and progressive.
I was surprised by the low end power of this machine. I rarely need to rev it up above 6-7k to get to speed. But it can be thrashed and red-lined as well.
No issues so far. I do wish the paint quality was better. Tank scratches easily..
I wish it had traction control and other kinds of electronics. But the bike is so friendly and easy-to-use that I eventually forget they are missing...
Annual servicing cost: £450
Best bike I've ever owned, a year on and it still makes me smile even when I walk past in the garage. I've owned and ridden a few bikes and they've all had their niggles, after researching around for something reliable and plenty of fun, I decided on the GSXR. I wanted one for a dozen years and it was everything I thought it would be from day one. Yes it's one of the last bikes before all the tech and all you get on this is a 'rain' rider mode, but bikes have been like that for 100 years - deal with it. Easy way to describe this bike: Pull the throttle - go fast (you're smiling) Slam the anchors - stop fast (you're smiling after tending to whatever you've hit the fuel tank with) Corners - planted and consistent (you're definitely smiling) Servicing - reasonable, touch expensive with tyres (you're still smiling cause you get to do the above all over again with no issues) All the controls on this bike are just right, and if they're not you probably haven't played with the adjustment available - you'll soon find they are. It's responsive yet forgiving. It gets fairly good fuel consumption given that 250km/h is a blink away, I've done 300kms on a tank - most of them comfortable, at the end of the day it's a track machine not a GS Adventure. However, even as a daily it's incredibly practical and as easy going in stop start traffic as it is in the twisties. After nearly 10,000km and a year later I can honestly say I don't have one bad thing to say about my GSXR and it's by far the best vehicle I've ever bought.
It gets up and goes every time no matter what the weather is like. Although it has a seat for a pillion - it's not actually designed for one, don't fool yourself, the girls on the back of them in the YouTube videos don't actually exist. You can rack up the miles on it if you're moving around, long straight roads, however, will start becoming unpleasant after around 150km (depending on your age).
Awesome. The sound of this engine revving to 14 thousand with a Yoshi will have you feeling like Rossi crossing the line. Plenty of torque for overtaking in top gear from 100km/h. The first few thousand revs won't get you anywhere too fast but they're not designed to, anywhere above 4K you won't find you're left wanting. Great, smooth power delivery of all of those kWs with extremely reliable characteristics...can't go wrong!
Build quality is great, it's solid, it looks the part and you'll be hard pressed to find something that looks cheap and nasty. Fairings had a few broken clips from previous owner or maybe even the dealer but once they're all on there are no rattles or movement. Mine has been serviced at it's recommend intervals at Suzuki and it hasn't had any issues or required any work aside from consumables and normal servicing.
A basic 6,000km service will set you back around $300NZD with the big services (24,000km) being up to $600 if valve clearances need doing, which definitely won't at the first 24K. Good tyres are around $500NZD a set. Be prepared to spend up to a $1,000+NZD in a year where everything needs doing. No sugar coating - it's a high performance machine, a Moto GP bike is hundreds of thousands of dollars, so this is quite cheap all thing considered (is an example of how to explain that bill to your significant other).
It has a seat and wheels and goes like a skinned cat.
My GSXR750 is the best bike I have owned, the perfect blend of sporty handle and comfort for longer journeys. The bike takes everything in the stride from track days to tours around Europe. In my opinion has the optimum amount of power for the road/track, quick enough to keep up with Litre bikes but doesn't try to catch you out.
Never missed a beat
Could do with ABS to keep up with new bikes.
I went into the dealer wanting to buy Italian exotica. After test riding I fell I love with this fantastic bike. I was much quicker around my local roads than on anything else I tried. This bike flatters your riding skill. 60 mph in 3 seconds!! What more could anybody want?
I can manage a 100 miles before needing a stretch. The brakes... Brembo what more needs be said.
Never seems to run out of power.
Put together beautifully. Front brakes and exhaust are things of beauty.
More tyre choices
Version: Moto gp version
Annual servicing cost: £150
Outstanding motorbike. I think Jamie Whitham rides one and I can see why.
First service was a bit steep I thought. I rang one dealer who quoted me £99 for a 600 service then, asked oh did you buy it from us?? No I said oh that'll be £129 then!!! It was actually £152 in the end.
Buying experience: I bought from a dealer, not local to me which is annoying. I always use dealers for servicing but at over 125 miles away I opted for one 45 miles away. I did try and keep it local but Suzuki dealers are few and far between in Somerset.
Annual servicing cost: £250
I feel that overall the 2016 GSX-R750 is a compact, lightweight, agile and comfortable motorcycle with a lot of usable power, making it great value for money.
Have not had any issues thus far.
The above is in $AUD
Lacking some of the electronics features that come standard on European bikes, having said that this shortfall is reflected in the lower purchase price.
Buying experience: Suzuki dealership very friendly and helpful.
This is my second GSX-R750, the natural progression would be to the 1000, but I stuck with the 750 because it does everything I need and I really don't need to go any faster. I like to wind out a bike and doing this on a 1000 would be too fast, plus the insurance is 50% higher on the 1000 in my area. Another aspect of sticking with the 750 is fuel range, on some stretches on my favorite back roads it is more than 100 miles between gas stations, this actually puts a lot of bikes in a tough spot. I can easily get over 40mpg on this bike, hit it hard where it matters, and cruise the boring sections. Don't be fooled by the 'most comfortable sportbike' mantra, though, after about 4 hours you start to suffer, by the end of a 6 hour ride you are in agony. So tours to the best backroads require an overnight stay. In the end, when I review all other bikes, the GSX-R750 is just the most reliable, sensible, fun bike I can imagine for my style of riding. It sits right in the middle of the sporty riding, long day trip, reasonable cost of ownership, sportbike thrills machine (Ninja 636 also sounds good, though). Of course the new R1 beckons, but it sounds like that bike is just faster than I need and has some additional penalties (comfort, $$), the 750 is recommended for your average guy like me.
Very stable and great handling, but a bit stiff and can be a bit choppy on crap roads. Brakes work well for street use, average feel, good enough power.
Great fueling top to bottom, howls and growls, mostly induction noise, exhaust is very quiet. Has just enough power to entertain without need for traction control or concern with slipping the rear all the time. Front end stays down in all gears through redline (a plus for me).
Has never let me down, 3rd GSXR (600, 750, 750) in 4 years and 40K miles, all have been 100% reliable. Quality is basic, not a sex machine, but not a dog either.
$1200 for 6 service package (~18K miles), includes all parts and labor, plus I eat tyres (rears every 2K miles). So, yeah, if you include the bike payment, insurance, service, and tires its not a cheap hobby riding a sportbike.
Just a basic sportbike, great front headlight.
Just about to part company with my 750 after buying one new in June 2013, have to say that whilst I've loved it there have been some drawbacks. Low Speed handling is hard with a lack of usable power out of the corners, unlike an R1, which with more power seems more stable but having ridden my 750 in properly, the mid range and top end is awesome and had it checked on bench to find it's producing more than the book says with no mods! The Bridgestone tyres the bike is supplied with are vveyr sticky but lose shape far to easily for my liking - if you're on too many motorways be warned the standard BT16's will have about 3-4000 useful miles in them. Changed tyres for Diablo Strada's six months in and the bike became better and better. As a major 'A' road user, I love being able to fly around high speed bends and not have to worry about the bumps and open the throttle on the straighter sections. 133 bhp at wheel is plenty and the response is very good when going to overtake large queues - have to say on the other three I've not felt as safe as on my 750. Going to miss it but sure the others in the garage will just get more use! That sad I've got more than 60 mpg at times and that's far better than anything else with this much speed!
I bought one in September, and thought it was good then. But since then I have clocked some more miles and it just seems to get better and better. The engine is smooth with good midrange and top end power. Its a little lacking in the lower revs but when do you ever do that? The suspension is the best I have ridden. You approach a pot hole and expect a hell of a bang but it doesn't happen. It just soaks up the bumps but remains firm for good cornering. Its light in the twisty's, frugal on fuel, and having put riser bars on, comfy too! For those who say its slow or its not a 1000, well I know what its like to own them, I have had a few, but for everyday use it has more than enough power.
... Maybe I'm being a little harsh because I normally ride an RSV. I ended up with this for a couple of days when my bike was in for work. As far as handling goes, I can't fault it... very sure-footed and easy apex-clipping. As far as the engine goes though... sh*te!! Everyone always raves about how it's the perfect compromise between a 600 and a 1000, but the truth of the matter is it's got less down low than my '06 636 ninja and less up top than my '06 RSVR (I think the 636 would have given it a run for its money with top end power!). It's just nothing... nothing... nothing... change, then nothing again. Makes for easy corner entry and exit because you never have to worry about getting flicked off, but the engine's never going to set your world on fire. It feels very flat/boring!
I sat on this bike. Loved the looks and overall dimensions and quality of production. I am VERY interested to buy this bike, however, I need to tailor it for the ROAD, so I can have primarily, an overall road bike with the best sporting attributes when required. Coming from a Hayabusa, I am seeking a lighter, better handling package overall, as well as a user friendly road-sport prowess without punishing my body if I should tour 4-6hrs a day on it. Can this be done, anyone? The alternative is the GSR750 and revise that upwards with better suspension. Apparently the GSR is not too shabby around the track as well.
I had a gsxr750k7 prior to a bandit 1250 and longed to return to a gsxr. After I recieved a new hip I took the plunge and bought the latest L1, what a bike..better than my K7 which took some doing (although I'm not so sure it's faster), it seems a more accomplished bike with no nasty suprises, just seems to handle any road surfaces and inspire licence (and liberty) losing levels of riding. Superb in every area.
Wow - I had the 2008 model before and loved that - thought it was wonderful, but the 2011 GSX-R750 is a completely new bike. Everything feels new, different, better. And it looks better quality too - something I know Suzuki's have received negative comments on before. Yeah it's considerably more expensive than the previous versions, but at least with the new model you can see what you're getting for the extra money - lovely Brembo mono-block brake calipers and Showa suspension. All it needs now is an Akropovic exhaust and it'll be complete.