VOL. 52 ISSUE 11 MARCH 17, 2015 P91
ures of 48 mpg. These new fuel
and combustion elements are
brought together in an all-busi-
ness 4-into-2-into-1 exhaust, with
the main collector looking like
something off an American hot
rodded V-8. Its high-flow catalyt-
ic converter helps reduce emis-
sions without detracting from
performance. At idle the exhaust
has a deceptively quiet note, yet
develops a beautiful growl when
the throttle gets cracked.
The naked, open bodywork
design of the GSX-S provides
increased cooling without any
increase in radiator capacity.
They've added a water-cooled
oil cooler that reduces engine
lubrication temperature, which in
turn reduces friction, adding life
to the motor while aiding per-
formance. The transmission is
a 6-speed close-ratio box, with
vertically staggered gear shafts
contributing to a more compact,
slightly shorter engine. Pub-
lished figures on weight put the
GSX-S750 at 463-pounds. That
number is deceptive because
the bike has a very light feel.
Wrapped around the power
source of the GSX-S is a steel
frame that borrows from both
a traditional tube frame and
twin spar design. The result
is a lightweight, rigid chassis.
Frame geometry gives the new
machine very precise handling,
with a planted feel under hard
braking, matched with a second
nature turn-in. The end result is
a motorcycle that delivers on the
aggressive demands of sport rid-
ing, yet has a compliant nature
on freeways.
Ergonomics is where the
GSX-S750 shines. A traditional
handlebar replaces clip-ons,
providing generous leverage
that is enhanced by the bike's
responsive handling. Handlebar-
to-seat-to-peg position provides
a comfortable riding position that
accommodates long stretches
of seat time (whether stop and
go commutes or freeway runs)
while providing a suitable stance
comes courtesy of a new cam
profile and reworked intake and
exhaust channels. Horsepower
figures are hard to come by, so
we'll have to wait and get one of
these on the dyno. Fuel injection
is a dual-valve affair that provides
a crisp throttle response. The
feel is that of a steady wave of
power delivered with uncanny
smoothness. They've managed
all this while still delivering 10%
better fuel economy over the
GSX-R750, with published fig-
"Perhaps the most attractive aspect
of the 750 is its middleweight power.
More response and a better bottom
end than most 600s, yet just shy of the
sometimes overwrought power most
1000s possess…"
The GSX-S750 has a signature
wedged headlight casing with a
60/55W Halogen lamp.
