the 2010 GSX-R 750, Suzuki gives a big slap on the necks of those who expected them to stop making this superbike. The "Suzuki GSX-R 750" situates just between a middleweight and a liter class sport bike, but offers its own kind of riding excitement.
Suzuki’s marketing department surely knew why it was keen on staying with the GSX-R 750 as the bike would have soon ended up situated in a class of its own when most motorcycle makers simply relied on 600cc and 1000cc bikes to continue building their reputations in this industry.
The strategy proved very efficient and the Interceptor and Interceptor ABS is Honda’s way of saying that Suzuki was right. With a fuel-injected 781cc liquid-cooled 90 degree V4, VTEC DOHC, four valves per cylinder engine, the Interceptor is more sport than touring, but the riding position trims the scale. A veritable super sport motorcycle that offers an enough comfortable riding position without sacrificing the racing appearance that practically sells it, the 2010 Suzuki GSX-R 750 is a light (437 lbs curb weight) and compact motorcycle that gives more than a clue on the powerful engine that sits behind that nice looking fairing.
Given the shape of the bike, once the rider takes the top speed position, he is practically part of the aerodynamic design of this GSX-R. The gas tank, well positioned into the frame, allows enough space for the rider to tuck into the fairing while the seat is positioned almost horizontally, setting the GSX-R series apart from more aggressive accommodating bikes and yet which have the same results.
Having decent low and mid range power makes the 750 an easy bike to ride in traffic as well as tearing up the tarmac on the open road. There’s simply more power available practically everywhere in the lower rpm ranges
"Keep the throttle pinned and the tachometer moves rather wildly towards its 15,000 rpm redline.
"Overall the GSX-R’s suspension is on the soft side, even on maximum settings, which can be limiting for really hardcore track riding.
Distance riding is feasible, with the low-fuel warning lighting up at 130 miles in more restrained riding, while the bike is light and manageable for town use."
Now bearing in mind that this bike is a dealer demonstrator and included only five miles on the clock when I collected it, the motor unruffled spun thirstily and promised lots of fun after a couple miles loosening up.
Despite the engine modifications, which all point towards arch end rush quite than flexibility, the latest GSX-R is extremely rideable, with plenty of impulse throughout the ready rev range (nominally only half the entire range for the foremost functional in period) and a very solid hint of phenomenal performance only the other side of that initial 7,000 rpm functional in threshold. Unfortunately, it unruffled suffers from the GSX-R curse of surging on/off throttle carburetion. This amplifies the reduced flywheel effect and relatively lackluster lowly end ability to cause leaving a stop light, riding via a sluggish corner or negotiating traffic fewer enjoyable.