SUZUKI GSX-S750 (2017 - on) Review

The launch of the Suzuki GSX-S750 was something of a washout. If it wasn’t raining it was threatening to rain, spitting or just plain damp. All of which seldom helps show a bike in its best light – especially one that Suzuki claims is an ‘apex predator’. 

• Related: Best naked bikes

So what do I make of the GSX-S750? That’s a hard question to answer. There is absolutely nothing wrong whatsoever with the GSX-S750. Replacing the GSR750 in the firm’s model range its revised engine is more spirited than the lackluster version in the GSR.

The new inverted forks, radial brakes, 12-spoke wheels and swingarm give the GSR’s chassis and extra injection of handling performance and the ABS and three-stage traction control all work very well indeed.

In fact, the whole bike works very well and aside from a tiniest bit abrupt throttle when going from closed to open, there isn’t much to complain about. The GSX sounds, handles, stops and goes much better than the GSR750 it replaces.

So why am I failing to feel too excited about it? Here is the GSX-S750’s problem. It’s a very good bike, and at £7599 is also great value. But it isn’t an outstanding bike and that’s its issue. In a field as competitive as the premium middleweights (which for 2017 includes the revised Yamaha MT-09 and the new Kawasaki Z900 and Triumph Street Triple) you need to be outstanding and as good as the GSX-S750 is to ride, it doesn’t do anything to make itself stand out.

If you like the look and want an inline four Suzuki, it’s arguably a more refined bike than the GSX-S1000, certainly better than the GSR750 and is a really good and very competent road bike. But would I pick it over the competition? Probably not as while it is hard to fault, it’s equally as hard to really fall in love with and for me a bike needs a spark of excitement to make me want to part with my cash.

Having ridden the new MT-09, and being a fan of the old smaller capacity 675 Street Triple, I suspect in the group comparative test these new models of competitor’s bikes will demonstrate this spark of excitement the GSX-S750 lacks.

A2 licence-friendly Suzuki GSX-S750 

In 2018 the firm revealed a 47bhp A2 licence-friendly version of the GSX-S750, making it a great long-term companion for younger riders who can't take their A licence yet. As of 2021 the GSX-S950 has joined the range as an A2 restrictable version of the GSX-S1000 so it is unclear what lies ahead for the 750 model.

New colour for 2021

In July 2021 Suzuki announced the colour scheme above to keep the GSX-S750 feeling fresh. The list price remained £7999, but Suzuki also offered a £500 discount at the same time. 

Watch: Suzuki GSX-S750 video review

Despite lacking fully-adjustable suspension, Suzuki has done a very good job of getting the GSX-S set up for road use. It’s a good handling bike that feels very secure when ridden hard and the riding position is typically naked-bike comfortable. 

The brakes and handling exceeded expectations, too. The Brembo stoppers of the GSX-S1000 have been replaced by Nissin items and, for the suspension, there’s only preload adjustment front and rear – but none of test team had any complaints.

For normal riding, I wouldn’t change a thing because the GSX-S carries its weight with ease, is stable and predictable. Like the Ducati, the Suzuki’s steering lock is limited but on the open road some of the test team preferred the Suzuki.

Based around the GSX-R750 K5’s inline four, the GSX-S750’s engine is smooth and lacks any surprises. It’s easy to live with, sounds great when revving and has a good throttle connection. The three-stage traction control works well and the clutch is light, however overall it does lack that spark of excitement that its rivals boast.

The GSX-R engine may have been ‘retuned’ for life as a relatively sensible naked but there’s still a lovely induction noise when the throttle is opened, and it will happily rev all the way to its 11,500rpm redline. It’s fast but far more user-friendly than its big brother, the poorly-fuelled GSX-S1000.

The K5 engine is a solid lump and reliability issues on the GSR750, which uses a very similar motor, are very rare. Suzuki’s finish has improved recently and there is nothing to hint that the firm has skimped on the GSX-S750. Touches such as the black finish on the levers and pegs helps prevent corrosion in some traditionally poor areas.

Our Suzuki GSX-S750 owners' reviews show overwhelmingly positive scores, with one claiming it's the "best naked on the road". High praise indeed. 

At £7999 the GSX-S750 is the cheapest bike in its class. However there isn’t much difference between its price tag and its rivals’ and the likes of the Yamaha MT-09 SP add fully-adjustable suspension and a quickshifter to the party while the 2017 Triumph Street Triple is also very technologically advanced.

The battle for middleweight naked sector supremacy became even fiercer with the release in 2020 of the superb KTM 890 Duke R, but that costs £2,500 more than the Suzuki.

Group test: Suzuki GSX-S750 vs Kawasaki Z650 vs Yamaha MT-07 vs Ducati Monster 797

First published 10 May 2017 by Adam Child

There was a time when entrylevel middleweights were lacking in power and X-factor. Machines like Kawasaki’s Zephyr 550 and Suzuki’s GS500 remain supremely easy to forget. But over the years this ‘budget’ segment of the market has become a key battleground – and the bikes have dramatically changed for the better. Stir in some tempting PCP deals and the class looks even more desirable. Three key models – Suzuki’s GSX-S750, Ducati’s Monster 797 and Kawasaki’s Z650 – are fighting to take sales from the undisputed king of middleweight value, Yamaha’s MT-07. So where does the smart money go?

The MCN verdict

If money wasn’t an issue then we might be tempted by the Ducati Monster 797 as it’s the most desirable and has the sweetest handling. And although the motor lacks a little gusto it’s more than sufficient for road riding. But if it were my money on the table, it would be the Yamaha MT-07 every time – at £6099 it’s an all-round bargain and, pound-for-pound, one of the greats of motorcycling. At only £69 a month on PCP, the Kawasaki is pretty tempting, even cheaper than the Yamaha at £89, and if you intend to spend more time in the city than out of it, the Kawasaki could be ideal. The Suzuki exceeded our expectations. It’s comfortable, quick and stylish – as well as being our first choice for big miles and outright power – but there’s no way it can touch the Yamaha for its all-round versatility.

You get ABS and three-stage traction control as standard, as well as radial brakes and an LCD dash taken from the GSX-S1000 that includes a gear indicator and fuel gauge. The suspension only has spring preload adjustability, which is a shame, and there is no slipper clutch.

Styling-wise, the GSX-S obviously shares a family resemblance to the bigger Thou, and includes a much-improved swingarm design, newly-designed 10-spoke cast aluminium wheels wearing Bridgestone S21s in 120/70ZR17 and 180/55ZR17 fitments, and tapered handlebars. Gone are all the cheap-looking chrome details, replaced with matt black for a far more modern feel.

It was available in Metallic Triton Blue / Glass Sparkle Black, Pearl Mire Red and Metallic Matt Black.