P96
RIDE REVIEW I 2025 SUZUKI GSX-R750
Everything you need and nothing you don't from the old-
school dash. Lean angle is measured the old-fashioned way
by scraped knee sliders, not some little readout on the dash.
I may as well just publish
that test here instead of talking
about the 2025 edition, be-
cause the bike hasn't changed
one bit aside from a colorway
rethink in 2014. Jeez, even typ-
ing that feels strange.
Going through my cranial
back catalog of the thousands
of bikes I've ridden since that
day in April 2011, I can't think
of one, save for perhaps the
Honda XR650L, that has re
-
mained completely untouched
by the march of time. The '25
GSX-R is exactly—exactly—as
it was back then, but a lot has
happened in the proceeding 14
years and in a wonderful twist
of irony, the bike that started
it all for Suzuki in 1985 is now
right back in vogue.
The evolution of the Super-
sport category into pretty
much anything under 1000cc—
be it 800cc triples, 959cc
twins, 636cc fours, whatever—
means Suzuki's golden goose
has been sitting on the golden
egg all this time.
The M4 Ecstar Suzuki team,
run by my good mate, Chris Ul
-
rich, now has possibly the best
bike on the grid. MotoAmerica
rules mean the Suzuki needs to
run a ride-by-wire throttle for the
series control ECU that the stan-
dard bike doesn't have, so Chris
jumped the gun on everyone,
and he is the owner of the pat
-
ent for such a system. For Chris,
it's more a matter of making the
bike slower than faster, because
if the 750 was really let off the
technical leash, no one would
see which way it went.
It's funny how things come
full circle, right?
It's been exactly 14 years
since I last rode a 750. I've
ridden the GSX-R600 so many
times I lost count after Chris
built me a race bike I pedaled
for three seasons in the CVMA
Championship. It was the most
beautiful bike to race, with a
chassis kissed on the nose by
angels. The 750 is the same bike
(same chassis, brakes, suspen
-
sion), just with a bigger motor.
