First ride: Suzuki GSR750 ABS review — Road Tests: First Rides — Visordown

14 Мар 2015 | Author: | Комментарии к записи First ride: Suzuki GSR750 ABS review — Road Tests: First Rides — Visordown отключены
Suzuki GSR 600 ABS

First ride: Suzuki ABS review

but 50mpg at 85mph is

It’s obvious when you about it: but there aren’t motorcycles out there that a new niche when they the market — most new are an answer to a rival manufacturer’s or a slight tweak on an existing

When a bike does its way onto the scene, creating a new it’s either seriously or left on the shelf. Take the of the V-Max, it looked promising on but no-one bought one. look at Ducati’s Diavel; a formula that no-one they wanted but they’ve a real success for Ducati.

The about the niche-breakers is that, they don’t have any rivals, they become and everyone falls over other trying to put a deposit If it wins your heart, going to stop you buying it. If it then it comes down to

The problem with bikes the GSR750 is that unless exceptionally good, they’ll be and will bump along the of the sales charts, occasionally up by finance deals or discounts fading into obscurity as me-too middleweight offering good enough to sell but has the and desirability of a food processor.

in 2011, the GSR750’s formula good; a de-tuned 2005 GSX-R750 motor with a chassis. The brakes and suspension are — there’s no suspension no big angry-looking radial brakes, However, rather than being a stripped-down sportsbike it bespoke bodywork and has an angular profile.

It looks up for it.

vs. The City Commute

If there was a hunting ground for the surely the tightly-packed London is it. The GSR’s riding position is perfect for the commute, you sit upright on the seat, arms wide, back. The bike itself narrow, but the mirrors let it down they’re large, wide and set at a height to clip van wing-mirrors.

I count of the number I clipped, but in a week than I have all It’s no biggy, I’d replace them with ones.

The almost in almost-perfect is the for me, they’re slightly too high up. lower bars put weight on wrists, possibly inducing the ache, but with slightly and shorter bars, you’d more in command of the bike and through small gaps be easier. It seems a shame to a narrow and nimble bike wide bars and cumbersome

The motor is perfect in town, the from the bottom is crisp. gear is very tall, out at 70mph, meaning you can rumble in first and not be revving the knackers off it. tops out at 90mph — you spend all day in second and not want for gear, it’ll pull from walking pace.

The wheelbase feels quite — 5cm longer than the — meaning that, in traffic, the GSR isn’t a point-and-squirt like a supermoto or scooter, but get a rhythm and you can thread it through the with the best of them.

ABS is the on the cake. As a commuter, I think mad if it’s not on your bike-buying The ABS on the GSR isn’t market leading but it well and will no doubt you from that u-turning and take the edge of rain-soaked roads.

Our test model, in looks sharp on its own, but parked up with other it blends in and disappears under the hopefully meaning it’ll be likely to be pinched.

vs. Long

The A303 isn’t in danger of on any ‘must-ride’ roads any time And for good reason, it’s than a book on chess. I set out on a round-trip along the A303 to see the GSR750 made of it.

The GSR750 comfortably between 85 and 90mph. The GSX-R750 motor isn’t packed with thrills but deliver, mile after and even in top gear at 90mph its got of extra roll-on power. have this motor a buzzy 600, anyday.

As with most … what holds the bike on journeys like this is its of fairing. The flyscreen does a job up to 85mph, but again, slightly bars set lower would too. It feels like sat lower than the bars, you present wide arms and a chest to the wind.

It’s hard to get away from the blast at triple-figure speeds but on the it means you’ll be keeping speed somewhere near

Although seat and suspension firm, it’s not an uncomfortable and for me, a firm bike is hugely to one that wallows at 90mph and the next half-mile gently up and down after hitting a in the road.

The 17.5-litre tank is par for the on bikes like this. If it had a tank that would be to talk about, but the well-fuelled GSR good of what its got.

the tank’s full there are bars on the fuel gauge. 130 miles we got down to 1 bar, the fuel light blinking. Now into fuel-station roulette. You know whether that bar has the same as the previous 4, in which I’ve got over 30 miles until I’m calling the AA miles / 4 bars = 32-ish per bar) of whether I’m on fumes.

After 10 miles and what like pushing limits, I see a station ahead and fill up, 141 miles on the clock.

After 14 we’re full, meaning the has an easy 170-mile range at The fuel-warning indicator coming on 30-miles to go is premature and likely to blood pressure for no good If I had my way, I’d standardise all to show an orange fuel-warning on with two litres of juice

I averaged 49.7mpg according to the clocks over our 214-mile Cruising at 65mph for 5 miles, I got the up to 63.6mpg.

Fit a larger fly-screen and lower bars and the GSR750 be more than up to the job of regular days.

Suzuki GSR 600 ABS
Suzuki GSR 600 ABS

vs. Twisty Country

The motor — while you need — doesn’t the hooligan out from within. plenty torquey and drives in the mid-range but it lacks that fizz, it feels slightly to get going and when it does get it doesn’t blow your off. The extra fizz, in the of 30bhp, has been engineered out of the motor to make the GSR750’s more real-world usable.

is the mad eyeball-distorting rush, replaced what the police might ‘making efficient progress’.

That doesn’t mean you and the GSR hustle down your country road — you won’t be doing it by the seat of pants.

What I want a bike to blast around on at the is that puppy-like excitement, the front-end feels light and the engine responsive and the bike to flick into a corner. The GSR stable, not lively, willing but not It’ll do what you ask of it, but I dare say it feel instinctive.

vs. The Conclusion

The trounces the GSR600 in every I didn’t rate the GSR600; cheap-looking, badly-fuelled. If you’ve got a and you like it, then you’ll the GSR750.

At £6,999 for the standard and £7,399 for the ABS model, I’d get the ABS every time, no question. One knock; scratch an engine exhaust, bar-end and you’ll be out of pocket and that’s if you’re ABS could save you from knock. Not to mention the peace of ABS brings when you’re and riding through nasty

I can’t see a reason to go without it.

If I was and scratching on the weekend, I’d the £7349 Kawasaki Z750R; the engines feel similar and both benefit from a more fizz, the Z750R better quality suspension and the — thanks to its shorter — feels better to twisty stuff.

If I was regularly clocking up 300-miles on the the GSR’s fuel-economy is hugely especially when compared to FZ8 which is a lot thirstier. However, the 8 ABS at £7,999, with its half-fairing a real challenge to the GSR.

The was never going to be a niche-breaker, it a bike that sets pulse racing and it’s you’ll buy with your not your heart.

If your is an average mix of commuting, long-distance and blasts and you want a bike punches well above the the GSR750 is well worth a

Price: £6,999 or £7,399 ABS

Colours: Black, White, Blue. Non-ABS version available in Red

Suzuki GSR 600 ABS
Suzuki GSR 600 ABS
Suzuki GSR 600 ABS
Suzuki GSR 600 ABS
Suzuki GSR 600 ABS
Suzuki GSR 600 ABS

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