Suzuki GSX-S750 Yugen: it's the details that make it special [ROAD TEST]

Last year we tested it a few months after its debut on the market (here is our proof), discovering it as an intelligent compromise between sportiness and versatility. An almost unique motorcycle in the current motorcycle panorama, also thanks to its 750-cylinder 4 heart, a more unique than rare type of engine, which gives it a great character. Undoubtedly an interesting product, perhaps little understood by the market and the public, who have not paid too much attention to it. Suzuki Italia, one year after its launch, has therefore decided to give it a little more "wow effect", thanks to the collaboration with the very Italian SC Project. New and aggressive details, which give it a more captivating and fashionable appearance, as well as a less discreet voice, with an approved terminal, but certainly less muffled than the original. The whole with only an additional 300 euros on the final price, therefore much less than the cost of the accessories it shows off (540 euros is the price list for the exhaust terminal alone).

Aesthetics and finishes:

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The flavor of a special in a series product

The look is that of the model launched last year. A modern motorcycle, with an image that takes inspiration from its older one-litre sister, therefore with taut lines that overall make it slim and aggressive, much more mature and graceful than the GSR 750 that it replaced. The new all-digital instrumentation also helps in this, as it dispenses with the classic analogue rev counter, replaced by a clearly visible bar in the upper portion of the LDC, rich in data and easily navigable with the keys on the left-hand block, the same ones that allow to set the traction control.

Both the attention to detail and the level of finishing are good, more refined than in the past, as evidenced by the presence of elements whose purpose is purely aesthetic embellishment. We are talking, for example, about the under-engine tip, which elegantly conceals the less noble part of the exhaust, or the rear swingarm with more refined shapes, without forgetting the absence of screws on the fairings, symptomatic of an approach attentive to perceived quality.

The new features of the Yugen version are almost all linked to the partnership with SC-Project. An agreement thanks to which co-branded exhaust terminals have been developed and marketed, but above all which are sold through the official Suzuki network and do not affect the warranty of the motorbike on which they are mounted. From this agreement was born the idea of ​​creating a special series of the GSX-S750, named precisely Yugen, which obviously puts one of these on the plate exhaust terminals, in titanium and with carbon back, but also further details, such as the LED arrows and ergal license plate holder. The customization is completed by two further accessories, these taken from the official Suzuki catalogue, the small one cupolino smoke andprotective sticker on the tank.

Engine and performance:

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A volume that only Suzuki believes in, but which offers great satisfaction

With a displacement of 749 cc and 4 cylinders in line, this engine is in fact the only survivor of those "7 and a half", which were once at the top of the sales charts, which then gradually disappeared , first due to market logic, then due to the changes to the Superbike championship regulations, which since 2003 have brought the displacement limit to 1.000. The only company that has continued this formula is Suzuki, which only last year retired the GSX-R750 (but who knows if it could return to the price lists soon) and which presented the new GSX-S2017 in 750. A volume that represents a compromise capable of combining some characteristics of the smaller 600s with others of the one-litre maxi ones. This is undoubtedly an "outside the pack" choice, still capable of garnering the appreciation of a public that favors easy handling and usability over absolute power, without major sacrifices.

The GSX-S750, compared to the old GSR 750, gains a handful of horsepower, rising to altitude 114 at 10.500 rpm (there were 106 to 10 thousand), thanks to the adoption of a unit derived from the GSX-R750 K5, compared to which, however, many changes have been introduced, improvements that make it modern and efficient, but also with a less pointed and more ready at medium – low revs. The couple is from 81 Nm at 9.000 (+ 1 Nm, at the same speed), while it now offers the traction control (on three levels and disengageable), while it does not switch to the "by wire" type accelerator, remaining faithful to the two classic cables that open and close the throttle bodies.

The engine confirms its ability to offer a “bad” delivery at highs, but still fairly full-bodied even at medium-lows. The delivery becomes full-bodied already from around 5 – 6 thousand rpm and in this it clearly distinguishes itself from the 600, while the Yugen version increases the charm of the 750, thanks to the SC-Project SC1-R terminal which offers a less "polite" sound, while remaining approved and compliant with noise emission regulations. The inline 4 also has a nice intake sound, with an airbox that copiously feeds the engine's air hunger.

There is no shortage of all the technical measures with which Suzuki optimizes the operation of the engine, such as Low RPM assist and theEasy start system. The latter turns on the engine simply by touching the button. The electronics will operate the starter motor for the time necessary for starting, not a tenth more or less. The second system instead raises the idle in certain conditions, avoiding the risk of unwanted shutdowns. You can feel it, for example, when you engage first gear at the traffic lights and the speed increases slightly, preparing the motorbike for the restart.

We remember that, in addition to the sound, the SC1-R terminal from SC-Project guarantees an improved delivery curve at medium-high rpm. At 8.500 rpm the differences are important, because we talk about the beauty of 6,4 more horsepower and 5,4 Nm earned compared to the "stock". The new exhaust pipe that the Jugen sports also weighs well 4,3 kg less than the standard one (2,1 versus 6.44 – measurement source on the official SC-Project bench).

Ride and handling:

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Quick in the mixed, stable on the fast, born for the road

The frame used for the GSX-S750 combines a double steel beam for the front, with a rear tube frame, also in steel. Solution that favors torsional rigidity, which is rather high, over lightness. The weight is in fact quite low, but slightly higher than some competitors. We are talking about 213 kg in running order (which here drops by around 4 due to the SC-Project exhaust pipe), a value that is anything but bad. The suspension includes an upside down fork at the front, a 41 mm Kayaba with adjustable preload only, and a monoshock at the rear, again with adjustment of the spring preload, but not the hydraulics. When driving, one appreciates a good calibration for road use, with a progressive action of the suspensions, which become supported after an initial part of the travel suitable for dampening well even less than perfect asphalt.

This characteristic of favoring daily driving rather than on the track, which also appeared evident to us at the recent Suzuki Day, where the judgment which from some points of view sees us preferring the 750 over the 1000 when driving on the road, reverses the judgment between the curbs of a circuit. Let's be clear, the GSX-S750 is far from uncomfortable even on the track, but what are advantages in terms of usability end up inexorably becoming a limitation when driving is taken to the limit. In all cases, braking is excellent, thanks to the two 310 mm front discs, with 4-piston radial Nissin calipers, aided by the ABS system, obviously as standard. The tyres, available in the classic sizes 120/70 17 and 180/55 17, are signed Bridgestone, with the Battlax Hypersport S21, proves to be an excellent choice, as long as you heat them adequately, especially when the temperatures are not summer ones.

Price and consumption:

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Exclusive yes, but not in price, which remains competitive

Let's start with consumption which, as per tradition for Suzuki, which pays great attention to efficiency, can easily bring the declared value close. Let's start from 4,9 litres/100 km and, with a non-exasperated guide, yes it stays around 20 km with one liter. Same value at which on the motorway, at the classic 130 km per hour, the GSX-S750 reaches, while if you get a little carried away and force the pace, you never go below the threshold of 15 with a liter.

As for the price, all the pluses of the Yugen version are paid for with a increase of only 300 euros compared to the standard GSX-S750, with a price list of 9.190 €, which become 100 more per the Mat Black tested by us, which therefore comes to 9.290 €. Even in this case, you can have i three Colours, given that the “total black” joins the versions blue / black e pearly red. A performance - quality - price ratio, that of the GSX-S750, is truly very good, which becomes even more captivating in this Yugen version. Just think that the SC1-R terminal from SC-Project alone would cost 540 euros!

PROS AND CONS
We like it:
Pleasure and ease of driving, quality/price ratio
We do not like it:
Suspension preload adjustable only

Suzuki GSX-S750 Yugen MY2018: the Motorionline Report Card

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Tester clothing:
Gloves: Spidi STR-4 Coupe
Jacket: Spidi Evorider Tex
Pants: Spidi Ronin
Boots: Dainese TR-COURSE OUT AIR
Helmet: Nolan N100-5