2011 Suzuki GSX-R750 Review

The GSX-R750 – arguably the bike that started the replica racer revolution – marked its 25th anniversary in 2010. Oddly, Suzuki decided to celebrate the noteworthy birthday last year by creating a limited edition GSX-R1000, designated by little more than special paint and “25th Anniversary Edition” on the mufflers and wheel rim striping. For us in the States, 1986 was the first time we could zip down the road on a Gixxer, so this year is something of an unofficial 25th anniversary for the 750 in America. Thankfully, we at least have an upgraded and lighter weight GSX-R750 in 2011 to celebrate with – even if we’re the only ones partying.

The 2011 GSX-R750: The Sixxer’s Burlier Twin Brother
Suzuki revised the 750 and 600 at the same time, with the 750 getting virtually all the goodies with which the 600 was endowed. Full details on the Gixxer’s 2011 changes can be seen in our preview article.  The bigger Gixxer’s engine, like the 600’s, now has pentagonal ventilation holes to help reduce power losses from crankcase pressure. Additional shared updates include revised cam profiles, hardened connecting rods, improved crank pin bearing and new starter motor. Otherwise, the 750’s engine is mostly the same as the previous model.
Key but subtle indicators you’re looking at a GSX-R750 are black wheels (white on the 600), slightly less busy decal scheme on the Blue/White color, and the number 750 on the tail section. Beyond that, good luck picking out a 750 in a crowd of GSX-R600s.
It’s been a few years since I last rode a GSX-R750, but blitzing through the first lap on the Barber Motorsports Park road course, the bigger Gixxer’s extra displacement made it clear I was no longer on the 600. With a claimed 148 hp and 20 fewer pounds to hustle around this year, the 750’s meaty mid-range is especially appreciable when digging out of slower-speed corners.
In the GSX-R600 review I said the supersport’s newfound mid-range torque allows a rider to sometimes run one gear higher than he or she might normally when exiting turns. The 750’s extra grunt leaves little question as to whether or not it can pull the higher gear on corner exit.