Motorcycle specifications Suzuki750 GSX-R 1999 A smoother pistarde

What looks more like a GSX-R than another GSX-R? Answer: the new 750, where the only small visible difference suggests a very different bike. No, I'm not talking about the carbon-imitation trim around the speedometers. The bubble? Sure, it's 3 cm higher, but that's not it either. Look further down, on the sides of the fairing... Yes, it's that little 'Electronic Fuel Injection' sticker - the new-generation Suzuki GSX-R 750 has fuel injection. And also a steering damper (standard) and thicker brake discs. But don't worry, it hasn't put on weight. Dry weight remains at 179 kg, while power output continues to increase. At full power, the boiler has gained 7 hp, enabling it to deliver a respectable 135 hp.
But it's not all plain sailing for the queen of sports bikes. The danger comes from Yamaha, and the arguments hurt. Almost identical weight and 150 hp for the earth-shattering YZF R1. But if you think that impresses the Gex...

On first contact, we find the same sports bike as last year. The riding position hasn't changed a bit, and remains as physical as ever. The GSX-R is a compact bike, tiring in town, with a tank that spreads your legs and half-handlebars that break your wrists. In short, a circuit machine. Protection is of a much better vintage, as the raised bubble means you can cruise at over 180mph without fighting turbulence.
Where the Suzuki is easier to live with than its predecessor is in terms of engine behavior. Fuel injection has softened the 4-cylinder beast without sacrificing performance. Electronic management is very similar to that of the 1000 TLS, and relies on a host of parameters. The module can also detect certain engine failures. While not a major factor in boiler power, fuel injection greatly improves mill smoothness, eliminates the hiccups that were a bit annoying on the old GSX-R, and offers better throttle response. The gearbox is also smoother. That's good, because you still have to play with the selector to get the most out of the 7.5.
A block of this displacement can never be as full as a 1000, let's face it. The Suzuki mill responds to this argument with increased progressiveness and a racing temperament with an ounce of savoir-vivre. It responds nicely at low revs, then waits for the 4500-7000 rpm zone to make its presence felt. After that, you'll find the watts to take the bike seriously all the way up to 10,000 rpm, where the big herd of nags will come pouring in. There's plenty of potato, but none of the violence of the old carburettor system. Temperamental enthusiasts will be disappointed that the GSX-R has put some water in its wine. Time-hunters, on the other hand, will appreciate a more available and controllable engine. But don't go screwing like an idiot out of a corner. The Gex 98 allows you to accelerate earlier and harder, and the power is well transmitted to the ground, but don't go beyond what the rear end can give you. Finally, before putting on the beret, you've got to want it bad.

Still sovereign on the track, the 750 has lost some of its agility. The steering damper makes itself felt a little at low speeds, the profile of the original tires lacks incisiveness, and in the end, the rider will have to bring the machine onto its trajectory with more conviction. Once it's there, it won't budge. On open roads, the tires and steering damper make the bike safer but less lively. However, we're glad that this little shock absorber (hidden under the lower fork crown) calms down the front end when the Suzuki strides over rough terrain. Don't like bumps? The GSX-R calms them. Take advantage of this calm to learn how to handle the bike's brakes. It's not much, but you'll miss the bite. On the racetrack, it's not great, as you really have to insist on the lever to take advantage of the power of the 6-piston Tokico calipers. On French departmental roads, this less incisive braking may represent a safety margin.
Interestingly, although the GSX-R 750 has improved considerably, its price increase remains reasonable. Between the vibrators, the competition becomes tougher, more formidable, even unfair... But Suzuki is not about to pull in its claws.

M.B
(inspired by Moto-journal - manufacturer's photos)