Suzuki GSX-R 750 (2004-2005): The Last True Supersport Icon

Introduction: A Legacy Forged on the Track

When Suzuki launched the original GSX-R750 in 1985, it rewrote the rules of supersport performance. Two decades later, the 2004-2005 GSX-R750 K4/K5 models arrived as a celebration of that legacy—a refined, razor-edged machine that straddles the line between 600cc agility and liter-bike brute force. Riding this bike feels like stepping into a time capsule of engineering passion, where every component screams purpose.

The 20th Anniversary Edition (2005) and the ultra-rare Barry Sheene Replica (limited to 50 units) added nostalgic flair, but even the base model was a statement. With 145 hp from its 749cc inline-four, titanium valves, and a chassis lighter than most modern 600s, this GSX-R wasn’t just a relic—it was a reminder of why the 750cc class once ruled racing.

Riding Experience: Where Engineering Meets Instinct

The Heartbeat of a Champion

Fire up the GSX-R750, and the engine barks to life with a metallic urgency. The 749cc inline-four isn’t just powerful—it’s alive. Unlike peaky 600s, torque arrives early, pulling hard from 5,000 rpm and building to a ferocious 12,800 rpm crescendo. The SDTV fuel injection (a novelty in 2004) delivers throttle response so crisp, you’ll forget this isn’t a modern ride.

On a twisty backroad, the GSX-R feels telepathic. The aluminum twin-spar frame and fully adjustable Showa suspension (43mm inverted forks upfront, piggyback shock rear) strike a rare balance: firm enough for track-day heroics, yet compliant over cracked pavement. Push hard into a corner, and the Bridgestone Battlax tires dig in with confidence, while the narrow fuel tank lets you shift weight effortlessly.

But the real magic lies in the brakes. Tokico’s radial-mount 4-piston calipers bite 300mm discs with surgical precision. In the words of one tester: “I once panic-braked in a monsoon, knee-deep in a puddle. The GSX-R stopped like it had a vendetta against momentum.”

Ergonomics: A Surprising Daily Companion

At 825 mm (32.5 in), the seat is taller than most liter bikes, but the riding position is less extreme than you’d expect. Clip-ons are low but not wrist-breaking; the rearsets are high enough for corner clearance but won’t cramp your commute. The real surprise? Wind protection. Suzuki’s stacked headlights and slim fairing slice through air cleanly, making 160 km/h (100 mph) feel like 100.

Special Editions: Nostalgia with Teeth

The 20th Anniversary model’s blue-and-white livery pays homage to Suzuki’s ’80s race bikes, while the Barry Sheene Replica (a UK exclusive) swaps practicality for carbon fiber accents and a numbered plaque. Neither adds performance—but they’re rolling proof that some legends age like fine wine.

Competition: The 750cc Unicorn in a World of Extremes

Against the 600cc Underdogs

In 2005, the Yamaha R6 and Honda CBR600RR dominated the lightweight class. But revving a 600 to 15,000 rpm for power? The GSX-R750 laughs in midrange. With 20% more torque at 8,000 rpm, it pulls out of corners like a freight train, no downshifts required. On track, seasoned riders could match liter bikes by carrying speed—no wrist acrobatics needed.

The Liter-Bike Giants

Compared to Suzuki’s own GSX-R1000, the 750 feels featherweight. At 163 kg (359 lbs) dry, it’s 15 kg (33 lbs) lighter than the 1000, with a wheelbase 30 mm (1.2 in) shorter. The result? A bike that flicks into corners like a 600 but isn’t bullied by straights. As one journalist noted: “Why wrestle a liter bike when the 750 dances?”

The Uncontested Middleweight

Kawasaki’s ZX-6R 636 tried to bridge the gap, but its 37cc advantage couldn’t match the GSX-R’s lineage. Today, with 750s extinct outside Suzuki’s lineup, the 2004-2005 models remain a unicorn—the last of a breed that refused to compromise.

Maintenance: Keeping the Legend Alive

The Basics: Reliability with a Caveat

The GSX-R750’s engine is notoriously overbuilt—many examples surpass 50,000 km (31,000 mi) with basic care. But neglect is a sin. Key needs:
- Oil Changes: Every 5,000 km (3,100 mi) with synthetic 10W-40.
- Valve Checks: Every 24,000 km (15,000 mi). Shim-under-bucket design isn’t DIY-friendly, but clearance specs are forgiving (0.10–0.20 mm intake / 0.20–0.30 mm exhaust).
- Chain Care: The #525 O-ring chain lasts 20,000+ km if cleaned and lubed biweekly.

Upgrades: Unleash Hidden Potential

• Exhaust: Swap the bulky stock muffler for a lightweight slip-on (MOTOPARTS.store offers Yoshimura replicas). Sheds 3 kg (6.6 lbs) and amplifies that iconic inline-four scream.
• Suspension Tuning: The Showa units are fully adjustable. A $200 stiffer spring kit transforms track manners.
• Brake Pads: OEM Tokico pads fade under heavy use. Upgrade to sintered pads for bite that matches modern bikes.

Watchouts

• Stator Failures: Early K4/K5 models suffer from weak charging systems. Test voltage regularly; aftermarket stators are a wise investment.
• Cooling: The trapezoidal radiator is efficient, but flush coolant every 2 years to prevent corrosion.

Conclusion: The Bike That Defies Time

The 2004-2005 GSX-R750 isn’t just a motorcycle—it’s a manifesto. In an era of electronic aids and disposable design, it reminds us that raw engineering can transcend trends. Whether you’re chasing knee-down glory or Sunday coffee runs, this GSX-R delivers with a grin. And when it’s time to tweak, upgrade, or revive, MOTOPARTS.store has the tools to keep the legend roaring.

“The best GSX-R so far? You better believe it.”

Specifications sheet