2023 Suzuki GSX-R750

[Hugh Janus]

The Blue/Silver graphics scheme recalls the livery of the sadly defunct, world championship–winning GSX-RR MotoGP bike. MSRP is $12,949. (Suzuki/)

Ups

• Balanced chassis with great feel at any pace
• Added torque versus 600cc machines great for street and track
• Classic Suzuki styling doesn’t get old

Downs

• Are a quickshifter and TFT dash too much to ask for?
• Front brakes start to fade during longer on-track sessions
• Intake/exhaust noise is almost too loud

Verdict

OK, the GSX-R750 is long in the tooth. Other than being what many feel is the perfect capacity for a sportbike, what does it have to offer? Market position. All of a sudden, a blue-blooded race-replica sportbike that doesn’t cost more than $15,000 or produce 200 hp is a bit of a rarity. For trackday enthusiasts who just want to focus on riding, the Gixxer is still in a class of one.

One of two new color options for 2023: Glass Sparkle Black/Glass Matte Mechanical Gray. (Suzuki/)

Overview

After its first public viewing at the Cologne Motorcycle Show in September 1984, Steve Anderson wrote in the pages of Cycle World: “Sportbikes will soon be divided into two categories: before the GSX-R, and after.”

These days, Anderson’s prediction is fully embraced as truth—not least of all by Suzuki itself. The GSX-R750 is the heart of the Hamamatsu brand.

Before the GSX-R, production-class racebikes were based on standard UJMs, like the GS1000. While the Honda Interceptor can claim to be the first step toward the modern conception of a sportbike, the GSX-R was something different. Its architect, Etsuo Yokouchi, demanded nothing less than a sea change. From the outset, his lofty goal was to make the new GSX-R 20 percent lighter than the competition.

At its unveiling, Suzuki claimed it weighed 388 pounds dry. For context, Suzuki’s own GS750 weighed 489 pounds with a dry gas tank; the Kawasaki GPz750, 499 pounds; and the Interceptor, 515 pounds. However you cut it, the GSX-R weighed at least 100 pounds less than the motorcycles it instantly made obsolete.

More new colorways for 2023: Pearl Brilliant White/Metallic Matte Stellar Blue. Bold new graphics are the GSX-R’s thing! (Suzuki/)

The GSX-R750 has come to define Suzuki as a brand—it may be a smaller company than its Japanese rivals, but it punches above its weight thanks to high-minded engineering ideals and dogged determination.

Nearly 40 years later, the GSX-R750 survives—the last of the great three-quarter-liter sportbikes. Literbikes, like Suzuki’s own GSX-R1000, may have spelled the demise of the 750 class, but the middleweight capacity always hits the sweet spot of handling and engine performance. In fact, as other manufacturers water down their sportbike offerings in an attempt to find a new demographic of buyer, Suzuki keeps the Gixxer right where it’s always been.

The GSX-R750 was last updated in 2011. It may seem frozen in time, but for sportbike aficionados, trackday riders, and budget-minded consumers, it still has a place—and we’re glad that place isn’t on the scrap heap of history. May it never be so.

Updates for 2023

Bold new graphics continue to be the main claim. There are no mechanical changes to the 2023 GSX-R750.

Pricing and Variants

There are three color options for 2023. Pearl Brilliant White and Metallic Matte Stellar Blue is available alongside Glass Sparkle Black and Glass Matte Mechanical Gray for $12,849. Upgrading to the iconic Blue/Silver colorway that pays homage to Suzuki’s GSX-RR MotoGP bike (RIP) sets you back an additional $100.

The GSX-R750 is seeing a bit of a resurgence thanks to the new Supersport Next Generation race class, with Vision Wheel M4 Ecstar Suzuki taking the bike to a win at Road America. In this case, the GSX-R750 is electronically limited to keep performance in line with the competition. (Suzuki/)

Competition

The Suzuki GSX-R750 has long outlived its 750cc rivals so direct competition is limited. Ducati’s Panigale V2 is available and one of the GSX-R’s main rivals in the Supersport Next Generation racing class, and yet that bike’s $18,295–$18,595 price tag almost keeps it out of the conversation.

Drop down into the 600cc middleweight category and you’ll find a few options, including Honda’s CBR600RR ($12,099) and Suzuki’s own GSX-R600, which shares many mechanical components with the 750 but is a more affordable option at $11,699 and $11,799. Of all the middleweight competitors, Kawasaki’s 636cc ZX-6R ($10,699–$11,999) is probably the best rival for the GSX-R750, as Kawasaki built that engine with street riding in mind.

Aprilia’s RS 660 ($11,499) compares favorably in price, and what it lacks in horsepower (and cylinders) it makes up for with modern electronics and Italian charisma. Those who don’t mind losing a fairing and clip-on handlebars might also consider Triumph’s Street Triple 765 R ($9,995) or Street Triple 765 RS ($12,595).

The GSX-R has a loud, raspy exhaust note. Some might say it gives the bike some character, while others will argue it’s a bit obnoxious. (Jeff Allen/)

Powertrain: Engine, Transmission, and Performance

Suzuki’s venerable 749cc inline-four produces peak horsepower between 120–130 at the rear wheel. When CW put a 2022 model on the dyno, it produced 121.5 hp at 12,560 rpm and 53 lb.-ft. of torque at 10,840 rpm.

The GSX-R750 gets you to ticket-worthy speeds surprisingly quickly thanks to its meaty midrange and the roughly 20 percent more horsepower it has over the 600. Throttle delivery is crisp and the bike’s power delivery is especially smooth too, meaning you can expect a completely hiccup-free ride whether you are taking off from a stop, accelerating at city-street speeds, or cruising at highway pace.

Similar to the GSX-Rs of yesteryear, the engine pulls hard from 6,000 rpm upward. Stand the bike up onto the fatter part of the tire, grab a gear from the just-slightly notchy six-speed gearbox and hold on; this is no measly 100 hp 600.

It may not be as de rigueur as other engine configurations (or capacities), but a 750cc inline-four Suzuki is required riding. Perhaps the only downside is the rather loud intake and exhaust noise that Suzuki tuned in for added character.

The GSX-R chassis has incredible feel and the motorcycle has a very wide setup range, meaning it works well around almost any racetrack. Combine this with an engine that makes more torque than the 600cc competition and you have a bike that’s an absolute treat for track riding. (2022 model shown.) (Jeff Allen/)

Chassis/Handling

The GSX-R750 uses a refined and refined-again twin-spar aluminum frame. Back in 2011, Suzuki tilted the engine rearward three degrees around the countershaft sprocket to shorten the wheelbase, which at 54.7 inches is 15mm shorter than the previous model. Further revisions to the 750′s frame and swingarm resulted in increased rigidity and a 5-pound weight reduction (3 pounds from the frame and 2 from the swingarm). It may not sound like much, but constant evolution has played a big role in the GSX-R story.

Although it has slightly sharper steering geometry and only weighs 7 pounds more than the 600, the GSX-R750 steers a tad slower and heavier, likely due to the increased crankshaft mass of the 750 engine. But that’s splitting hairs—the 750 still carves corners with the best. Showa BPF front suspension improves the already stellar handling with better control over the big hits while remaining compliant on the minor bumps. When the road tightens, the bike feels even more at home, carving the corners with racebike-like finesse. This really is one of the most friendly and forgiving sportbike chassis.

Brembo brakes have decent power but are not incredibly consistent over the course of a session at the racetrack. Upgraded brake pads and lines are a worthwhile addition. (Jeff Allen/)

Brakes

Brembo radial-mount Monoblock calipers clamp to dual 310mm front rotors to provide crisp initial bite, and great power all the way through the pull, though the GSX-R brakes are notorious for inconsistent performance when really put to the test on the racetrack; the lever can work its way toward the clip-on and stopping power starts to diminish. The lack of ABS doesn’t look great on a spec sheet, but if you plan on taking it to the track, it’s almost a selling point.

Fuel Economy and Real-World MPG

Fuel mileage for the Suzuki GSX-R750 is not currently available.

Ergonomics: Comfort and Utility

This is a GSX-R after all, so the riding position is decidedly sporty, with clip-on bars and high rearset footpegs. Footpeg brackets are three-way adjustable, so you can get more legroom if desired. In general, the ergos are extremely well thought out so riders will feel confident moving around on the bike from the get-go, and relative to the competition, the GSX-R is actually a pretty comfortable motorcycle.

The lack of electronic rider aids mean clip-ons are uncluttered by the various buttons, joysticks, and switches that populate the latest sportbike’s handlebars. A Showa BPF fork is used and plays a big role in the GSX-R’s sublime handling. (Jeff Allen/)

Electronics

What electronics? The GSX-R750 is one of the old-school sportbikes, with no ride-by-wire throttle system, traction control, or ABS. There is a two-step power mode adjustment, with full power and slightly reduced power, but that’s it. The analog and LCD dash looks oh-so 2011 (or earlier?), but that’s par for the course.

Warranty and Maintenance Coverage

The GSX-R750 comes with Suzuki’s standard one-year, unlimited-mileage warranty. Longer coverage periods with extended benefits are available through Suzuki Extended Protection (SEP).

Suzuki build quality is excellent, and the GSX-R has proven itself as a reliable bike for track or street use. Plastic panels with faux carbon fiber design are a bit underwhelming though. (2022 model shown.) (Jeff Allen/)

Quality

The GSX-R is pretty bulletproof, and should make for a worry-free trackday companion or canyon carver. Go ahead and let ‘er rip

2023 Suzuki GSX-R750 Claimed Specs

MSRP:	$12,849–$12,949
Engine:	DOHC, liquid-cooled inline-four four-stroke; 4 valves/cyl.
Displacement:	749cc
Bore x Stroke:	70.0 x 48.7mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	121.5 hp @ 12,560 rpm
Cycle World Measured Torque:	53 lb.-ft. @ 10,840 rpm
Fuel System:	SDTV electronic fuel injection w/ 42mm throttle bodies
Clutch:	Wet, multiple disc; cable operation
Engine Management/Ignition:	Transistorized w/ electronic advance
Frame:	Twin-spar aluminum chassis
Front Suspension:	41mm Showa BPF inverted fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Showa shock, fully adjustable; 5.1 in. travel
Front Brake:	Brembo 4-piston radial-mount Monoblock caliper, dual 310mm discs
Rear Brake:	Brembo 1-piston slide-pin caliper, 220mm disc
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear:	120/70ZR-17 / 180/55ZR-17
Rake/Trail:	23.5°/3.8 in.
Wheelbase:	54.7 in.
Ground Clearance:	5.1 in.
Seat Height:	31.9 in.
Fuel Capacity:	4.5 gal. (4.2 gal. CA model)
Cycle World Measured Wet Weight:	419 lb.
Contact:	suzukicycles.com

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