2004 Suzuki GSX-R750 — Road Test & Review — Motorcyclist Online

13 Фев 2015 | Author: | Комментарии к записи 2004 Suzuki GSX-R750 — Road Test & Review — Motorcyclist Online отключены
Suzuki GSX 250 S
Suzuki GSX 250 S

2004 Suzuki GSX-R750 Test

Suzuki’s magic of power and weight add up to the perfect but only if you’re good

Dyno Chat: Suzuki’s 750 just about splits the between the 600 and 1000

Specifications $9599 Warranty: 12 months, miles Colors: blue/white,

Way back when some were sniveling about a actor in the White House, or missing the last episode of sportbike fans had a real Literbikes were too much, it but middleweights weren’t quite The answer, when it finally here in 1986#151a year than the rest of the world#151was the GSX-R750. Not too big. Not too small.

It as Ms. Goldilocks said before the came home, just

Looking more like bug-eyed refugee from the Bol than any other streetbike, groundbreaking light heavyweight 87 horses to its countershaft sprocket and 464 pounds soaking wet. For who absolutely, positively had to get around the corner ahead of everyone that GSX-R750 was in a class by

Arriving just in time to in on the 750cc limit in big-time four-… racing and the AMA Superbike the GSX-R was a godsend for aspiring champions and grass-roots punters. five major redesigns#151’88, ’96, ’00 and now ’04#151and tragic graphic treatments, no model before or since has so connected to the track. In ’99, 65 of the grid was on GSX-R750-based Superbikes.

years after Suzuki the ’84 Cologne show that first GSX-R750, the Japanese Supersport still a 16-valve four in an aluminum and slinky plastic skin. racing has since scrapped in favor of 1000cc fours. But 150-horsepower literbikes can be too much on the and peaky, 15,000-rpm middleweights always enough.

Meanwhile, sixth-generation GSX-R is clearly the sporting 750 from Japan. But the other major players in on 1000cc prestige and 600cc the GSX-R750 is literally in a class by So why is it still here?

The rationale for staying in the 750 game is as as it is empirical. The GSX-R is an icon in pure 14-karat marketing It’s been the heart of bike lineup and the soul of its persona for years.

GSX-Rs are the bikes Hamamatsu makes couldn’t come from else, so nobody’s itching to axe the Besides, the 750 remains a strong even if Mat Mladin’s Number One is now on the Sharing a heavy dose of and development costs with the GSX-R600 makes it much economical to produce, so nobody’s this GSX-R out of the lineup any soon.

Aside from paint and 750 stickers, you could be at a new GSX-R600. The narrower fairing and compact, 4.5-gallon fuel are identical to the smaller GSX-R’s. The tach wears a 14,000-rpm that’s 500 rpm higher than its but 1500 short of the new 600’s

If most of the bits between new ram-air nostrils and the LED taillight like they came the 600’s parts bin, because they did. are relatively subtle and hard to but those of you who memorized Aaron P. first-ride screed back in our May already know where to them. Peel off the plastic and you see enhancements inspired by the GSXR1000’s makeover.

The massive cast-aluminum head and swingarm pivots are the of the ’04 skeleton. The aluminum main spars are taller and rather than stamped, an internal stiffening rib to cut flex. length is status quo, but the wheelbase is marginally shorter last year’s 750. geometry is racier#15123.25 degrees of buffered by 93mm of trail vs. degrees and 96mm for the ’03

Like we said: subtle. engineers did all the hard work in essentially lifting the logos and a new GSX-R underneath.

Basic engine architecture changed much since the short-… (72 x 46mm) engine and crankcase came online then, complete with the parade of Arcane Acronyms: the SRAD (Suzuki Ram Air Induction) and SCEM (silicon carbide cylinder liners. The ’00 was subsequently lighter and more Digital SDTV (Suzuki Throttle Valve) fuel replaced the 39mm carburetors on the Y2K

With twice as much ROM as year, the 32-bit engine computer crunches numbers eight ignition maps: for each cylinder in the first gears, plus four in sixth. GSX-R1000-spec 42mm bodies send air and unleaded larger intake ports. ports are larger as well.

In Suzuki engineers shaved from vital reciprocating and cut evil parasitic drag possible. Lighter, hotter lift and intake duration#151along titanium valves and lighter pistons save 8.6 ounces. valves opening and closing 100 every second, that’s a big

Since crankcase pressure four fast-moving pistons can things down, Suzuki another trick from the book. Clever 35mm near the bottom of each let air beneath each descending flow next door to the slug on its way up.

On the dyno, all that up to 127.3 horses at 12,750 beating the ’00 edition’s 123 at 12,500. Amazingly, the new 750 is just horses down on Yamaha’s YZF-R1. A GSX-R1000 nips the 750’s total at 8750 2250 rpm short of its 150-horsepower Nevertheless, horsepower is only the game.

On the scales, the new 750 is 10 pounds than its muscle-bound big brother. At the our last GSX-R1000 covered the in 10.10 seconds at 142.50 The latest 750 did it in 10.39 at a tick 135#151close enough to make the big boy

Meanwhile, the 429-pound GSX-R600 things with a 10.77-second, pass.

At 434 pounds complete fluids, the 750 is a measly five heavier than a new GSX-R600. It 600-sized because it is. Ergonomics are You sit more upright and farther than on a GSX-R1000, with a reach to the bars and pegs. The fuel tank puts bike between your

As we found on the ’04 600, fit and are vastly improved over GSX-Rs. No ugly brackets or inside the fairing.

Once the starts you’ll forget all the 600. Open the throttle at rpm and there’s enough power to through traffic without tap on the shift lever. That’s a thing, since our bike with a stiff, slightly gearbox (more miles likely help this) and a too much driveline slack.

year’s fuel injection the throttle into more of a switch than we’d whilst rolling off idle, and the crams most of its engagement the last few degrees of travel. getting around town much of a hardship.

Freeway on the new 750 garners only a B-minus A full 4.5-gallon tank of unleaded lasts 175 miles at 70 80 miles more than we There’s not much legroom, so interstate travel can be painful if over 5 foot 10. Still, a seat and minimal vibration at 75 mph 500-mile days won’t permanent damage.

Passengers than a … Siamese cat may that point. Fuzzy images make it impossible to a patrol car from a melon at that speed, which damage your driver’s GSX-R ownership demands sacrifices.

If you’re going Tehachapi to Tonapah, take the So what’s it like in the twisty

Cut loose on one of our favorite stretches of mountain road, the 750 behaves like a nuclear-powered 600 than flyweight 1000. Lightweight, internals let the engine rev with haste. There’s enough predictable thrust between and 8000 rpm to flow through at a respectably brisk clip. corner speed in long, arcs allows you to go fast by not down.

Steering is … neutral and confidence-inspiring whether you’re the brakes into corners or and the chassis is as stable as the house door. Unfortunately, it takes a hand to keep the choppy injection and loose driveline turning slower corners a lurch-fest.

Venture beyond the however, and you come face to with the shrieking, goggle-eyed who lives on the other side of rpm. What’s it like? you have a trebuchet or a rocket handy, 9000 rpm in second is roughly equivalent to inhaling a espresso with one finger in a socket. What happens that will recalibrate personal space/time continuum as as a literbike’s will.

Peak arrives at 10,750 rpm, it difficult to keep lunch the front wheel down. The 127.3-horse herd shows up rpm later, which is usually a good time to upshift. The 3750-rpm trip takes longer than an enthusiastic Power tapers gradually to horsepower at 13,750 revs, so plenty of headroom when you to stick with one gear some tricky bit at the next day. Timing and throttle are everything.

Trigger that of horsepower prematurely exiting a and you can high-side yourself into the ZIP code. Squeezing real out of this one requires a more effort.

When it’s up, inertia from the 750’s crankshaft makes it slightly to steer than its little It’s also somewhat at stratospheric revs. But with 10 pounds on-board, it’s noticeably easier to wield at a pace than the big GSX-R#151or any of the ’04 literbikes, for that With that wicked and super-stable chassis, it’s bit as quick as the open-classers through a set of back-road corners or at the racetrack.

ask Ben Spies, who set the AMA Superstock pole on a new 750 at Motorsports Park in May.

Suspension is very good but not We found the springs a tad too soft for use with heavier (more 170 pounds) riders, just as on the new On top of that, damping adjusters at ends have an extremely range. A little change a big difference. Slightly firmer and a bit of revalving at both ends transform the bike, especially on and cratered SoCal back

In stock trim, our bike was happier with settings let it move around a bit, the absorbing the bumps instead of them directly to the chassis. The setup is in there, but it’s not easy to find.

Beyond the rest of the chassis leaves little to complain about. power is stellar, and thanks to the master cylinder design, easy to use. Stiffish on the standard-issue D218 Dunlops filter out small bumps as as equivalent Michelins or Bridgestones, but and grip are first-class at street

Add up all the columns at the end of the day and the 750’s inimitable of power and weight make it the GSX-R in this year’s by a solid margin.

Lighter and stronger 600s have encroaching on 750-class territory for two decades, so this new GSX-R the panacea the first one was. not easy to ride quickly, and it not suffer fools lightly#151if it them at all. Friendly and aren’t words we’d use in its

Still, the 750 delivers a more balance of power and weight the average 150-horsepower literbike. No 600 can touch it on the track. So for $9599#151$1500 than an ’04 GSX-R600#151anyone skills equal to its abilities can leave just about else#151literbikes included#151panting without worn out in the process.

With the ruthlessly efficient balance of and chassis manners currently Suzuki’s ’04 GSX-R750 is as to the perfect sportbike as Japan has yet. In that sense, as Ms. would say, it’s right.



Age: 45

6 ft. 3 in.

Weight: 210 lb.

Inseam: 35 in.

I should this thing, but I don’t. It like a scalpel, has astounding and makes 24 horsepower more a GSX-R600. So? Most of those live up above 9000 and when you get there the whole starts coming out of the gate at

Like trimming your with a 35,000-rpm Dremel minor errors in judgment can be On the Scrupulously Accurate Motorcyclist the 750 is only five pounds than a GSX-R600. Flicking some dirty, decreasing-radius, off-camber, Armco-lined Sand corner with the tach to the of 8000, the inertia of 750-sized internals makes those pounds feel like 20.

there’s the lurchy driveline, throttle response and peevish

I can work around all those at the track, but juggling them on a street ride is too much work. While its chassis as sharp and the brakes have this year, the GSX-R1000’s River of midrange means you spin it when you want to. You the 600 because you need to.

And despite the shifting involved, the GSX-R600’s 103 are far easier to modulate than the 127. A nice 119-horse such as Ducati’s 999 or Honda’s is more fun than any of these four-cylinder things anyway, so

Suzuki GSX 250 S
Suzuki GSX 250 S
Suzuki GSX 250 S
Suzuki GSX 250 S
Suzuki GSX 250 S
Suzuki GSX 250 S
Suzuki GSX 250 S

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