Suzuki GSX-R 750 (2008-2010): The Goldilocks Superbike Revisited

Introduction

In a world obsessed with extremes, the Suzuki GSX-R 750 (2008-2010) carves out its niche as motorcycling’s “just right” proposition. Positioned between razor-sharp 600cc supersports and fire-breathing liter bikes, this generation of the GSX-R750 isn’t just a compromise – it’s a masterclass in balanced performance. Having thrown a leg over a meticulously maintained 2009 model, it becomes clear why this remains the secret weapon for riders who want track-day aggression without street-riding fatigue. Let’s dissect why this middleweight mauler still commands respect.

Design & Ergonomics: Function Meets (Controlled) Fury

The 2008 redesign brought a transformative aesthetic – gone were the bulbous curves of earlier models, replaced by angular bodywork that looked like it was CNC-milled from a billet of aggression. The stacked headlight design (55W low beam flanked by 60W high beams) isn’t just for show; during night rides, the light spread feels like having a high-speed film crew illuminating your path.

At 810mm (31.9"), the seat height strikes a Goldilocks balance – accessible for shorter riders yet allowing taller pilots to lock knees into the sculpted tank. The real magic lies in the rider triangle:
- Clip-ons positioned 409mm from the 31.9" seat
- Adjustable footpegs with 14mm vertical/horizontal travel
- 17L tank narrow enough for easy knee grip

Wind protection deserves special mention. At 140km/h (87mph), the bubble created by the reshaped screen (5mm taller than previous gen) lets you maintain a natural neck angle – no desperate tucking required. The real test came blasting down a back straight at an indicated 240km/h (149mph); buffeting remained civilised, helmet stability rivaling bikes with much taller screens.

Engine & Performance: The Sweet Science of CC Math

The 749cc inline-four isn’t just a bored-out 600 – it’s an exercise in mechanical harmony. Key specs tell part of the story:
- 70mm x 48.7mm bore/stroke
- 12.5:1 compression
- Titanium valves (29mm intake/23mm exhaust)
- S-DMS (Suzuki Drive Mode Selector) with three throttle maps

But numbers don’t capture the experience of winding this mill to its 15,000 RPM redline. From 7,000 RPM onward, the engine transforms – not with the savage kick of a liter bike, but a relentless surge that pins you to the seat like an F/A-18 catapult launch. The real party trick? Midrange. Roll on from 5,000 RPM in sixth (about 110km/h/68mph), and you’re rewarded with 64 ft-lbs (86.3 Nm) that builds like a tsunami – no downshifting required for overtakes.

Fueling via the SDTV system (Suzuki Dual Throttle Valve) deserves praise. The secondary butterflies smooth low-RPM transitions – no herky-jerky behavior when feathering through traffic. During a spirited canyon run, switching between S-DMS modes revealed tangible differences:
- Mode A (Aggressive): Direct cable feel, perfect for dry conditions
- Mode B (Intermediate): 15% softer initial response, ideal for damp roads
- Mode C (Rain): Limits torque by ~20%, a true lifesaver in downpours

The pièce de résistance? The slipper clutch. Downshifting three gears mid-corner provoked nothing but a muted chirp from the Bridgestone BT-016s – no rear-wheel hop, just buttery rev-matching.

Handling & Suspension: Ballet at 160km/h

Suzuki’s aluminum twin-spar frame (with 23.8° rake and 97mm trail) hides genius in its simplicity. Push hard into a decreasing-radius corner, and the chassis communicates like a telepathic co-pilot – no headshake, no vagueness, just laser-guided precision. Credit goes to:
- Showa BPF (Big Piston Front) forks: 41mm tubes with separate damping circuits
- Showa shock: 16mm piston rod, high/low-speed compression adjustability
- Electronically controlled steering damper (adjusts based on speed)

Suspension setup proved versatile. At a curvy road pace (say, 7/10ths), the stock settings provided plush compliance over broken pavement. Crank it up to track-day aggression, and dialing in 5 clicks of preload + 2 turns of high-speed compression damping transformed the bike into a corner-carving machine. The real test came during a sudden mid-corner elevation change – the suspension soaked up the bump while maintaining perfect line discipline.

Brakes & Safety: Confidence as Standard

Tokico’s radial-mount calipers (4-piston front/2-piston rear) bite with surgical precision:
- Initial bite: 10mm lever travel before engagement
- Progressive feel: 30% initial power, ramping to 100% at full pull
- Rotors: 310mm floating front (5.0mm thick vs previous 5.5mm)

Emergency braking from 100km/h (62mph) yielded consistent 35.6m (117ft) stops – impressive for non-ABS hardware. The secret? Suzuki’s brake master cylinder:
- 17mm bore (vs 19mm on earlier models)
- 1.1kg lever effort for 0.8g deceleration

Combined with the IRC (Integrated Radiator Cowl) directing airflow, brake fade was nonexistent even after repeated mountain pass descents.

Competition: The 750cc Paradox

In a segment that’s largely abandoned, the GSX-R750’s rivals come from both above and below:

600cc Class (Yamaha R6, Honda CBR600RR)
- Weight: 10-15kg lighter but lack midrange
- Power: 115-125hp vs GSX-R’s 148hp
- Streetability: Requires constant revving

1000cc Class (GSX-R1000, CBR1000RR)
- Power: 160-180hp but with aggressive delivery
- Weight: 15-25kg penalty
- Running Costs: Tires/brakes wear 30% faster

Dark Horse: Aprilia RSV4 1000
- More tech (ride-by-wire, IMU) but €5k pricier
- 25kg heavier, less flickable

The GSX-R750’s USP? It laps Mugello just 2.5 seconds slower than a 1000cc but is 40% less exhausting to ride hard. For canyon warriors doing 200km rides, it’s the perfect compromise.

Maintenance: Keeping the Legend Alive

Owning a GSX-R750 from this era is surprisingly straightforward:

Critical Service Intervals
- Oil Changes: Every 5,000km (3,100mi) with 10W-40 JASO MA
- Valve Clearance: Every 24,000km (15k mi)
- Intake: 0.08-0.18mm (0.003-0.007")
- Exhaust: 0.18-0.28mm (0.007-0.011")
- Coolant: Suzuki Long Life Coolant every 2 years

Common Upgrades
1. Exhaust: Swap the stock SAES for a Yoshimura GP Evo III (3.1kg weight saving)
2. Suspension: Öhlins NIX30 cartridges transform front-end feel
3. Ergonomics: MOTOPARTS.store’s adjustable rearsets (+15mm height)

Pro Tips
- Always torque the oil filter to 17.5 Nm (12.9 ft-lb) – overtightening cracks the housing
- Chain slack should be 25-35mm (1-1.4") – crucial with the 17/45 sprocket combo
- Use NGK CR9EIA-9 plugs gapped to 0.9mm for optimal combustion

Conclusion: The Unicorn Lives

The 2008-2010 GSX-R750 isn’t just a motorcycle – it’s a physics cheat code. It flatters novices with tractable power yet rewards experts with depths that liter bikes can’t match. In an era of electronic overload, this analog warrior reminds us that purity has its place. Whether you’re hunting apexes or carving canyons, this Gixxer doesn’t just meet expectations – it redefines them.

Ready to make your GSX-R750 truly yours? Explore MOTOPARTS.store’s curated selection of upgrades – from race-spec chains to ergonomic tweaks that make every ride an event.

Specifications sheet