If you’re into sports bikes, there’s a high chance you crave high speed. After all, these bikes have been the fastest in their respective cubic capacity segments for the longest time. However, when the performance rises, so does the complexity of engines, technology, and underpinnings. This, in turn, means more and more weight, which we all know is never a nice thing.
So what do you do if you want to chase high speeds without the big-bike weight? As difficult as that brief may seem, there is one bike that promises to offer that in 2025. It will happily take you over 165 miles per hour while weighing about 20 pounds less than an average modern-day superbike.
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The Suzuki GSX-R750 Delivers Big-Bike Speed Without The Big-Bike Weight
Price: $13,449
This was a rather easy pick, considering there aren’t lightweight sports bikes with big-bike speed on offer today. The Suzuki GSX-R750 takes that crown by weighing under 420 pounds while offering close to 150 horsepower. That weight makes it fairly lighter than all the new-age liter-class superbikes that usually weigh close to 440 pounds fully fueled.
At the same time, the Gixxer is also lighter than smaller sports bikes like the Kawasaki Ninja ZX-6R, Honda CBR650R, and even the Honda CBR500R. Suzuki’s own GSX-8R weighs a sizable 33 pounds more than the 750. Oh, and none of these are remotely close to the GSX-R’s peak output.
Are there any alternatives, you ask? Well, there are, but none offer the same power-weight blend as the 750. The MV Agusta F3 R matches the GSX-R with its 147 horsepower from its near-800cc triple-cylinder engine. But it tips the scales at 424 pounds without fuel. Then, there’s the Suzuki GSX-R600. It is lighter than the GSX-R750 by a few pounds. But the horsepower difference is over 20 ponies between the two siblings.
Finally, the only new-age middleweight sports bike lighter than the 750 is the new Ducati Panigale V2 S. However, its V-twin engine means a peak output of just 120 horsepower–28 down on the 750. Let’s also not forget the V2 S sells for close to $20,000, which is almost $6,500 more than the Suzuki. You can get a whole other sports bike for the money you save.
The Suzuki GSX-R750 Has A Screaming Four-Cylinder Powerhouse
The GSX-R750 is sort of an oddity in the middleweight segment. It is the only over-700cc four-cylinder option in the market today, and thanks to barely any updates, Suzuki has discontinued it in most markets. This 749cc engine has a 70 mm bore and 48.7 mm stroke, while firing at a mildly spicy 12.5:1 compression ratio.
Suzuki also throws in its Dual Throttle Valve system with eight-hole injectors and a titanium exhaust system (fitted with a Suzuki Exhaust Tuning valve). You get a redline of 14,500 RPM–something no modern-day middleweight can manage.
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You Can Breach 165 Miles Per Hour Aboard The GSX-R750
Together, everything ensures an output of 148 horsepower and 64 pound-feet. These numbers can take you to speeds of up to 170 miles per hour on the dash. Or do a quarter-mile in under 10.5 seconds. Both of these numbers are right up there with full-out liter-class superbikes. A special shout also goes to the close-ratio six-speed transmission. A tall first-gear ratio and short ratios for second, third, fourth, and sixth are said to improve drive out of corners.
Track-Specific Underpinnings Make The GSX-R750 An Agile Machine
Speaking of corners, OG supersports were always biased toward the racetrack rather than the road. And the 750 is no exception. You get a twin-spar aluminum chassis with an aluminum swingarm. This joins hands with fully adjustable Showa Big Piston USD forks and monoshock, attached to 17-inch cast aluminum wheels.
Braking, meanwhile, is via two 310 mm front discs and a single rear disc. Aging Brembo monobloc calipers bite the front discs, so you shouldn’t expect comparable performance to modern-day Stylema or Hypure calipers here.
Aggressive Ergonomics And Compact Dimensions Add To The Fun
All that use of aluminum helps the GSX-R750 tip the scale at 419 pounds with the 4.5-gallon tank fully fueled. You also get a compact wheelbase (54.7 inches) and an accessible saddle height (31.9 inches). For reference, the new Ducati Panigale V2 has a 57.7-inch wheelbase and a 33-inch saddle height.
While the seat height is accessible, you would be wrong to expect comfort here. The 750 has low clip-on bars (below the triple tree) and high, rear-set footpegs. Both of these will probably break your back, but they’ll also help you get your elbow down at the same time.
Key Dimensions
- Wheelbase: 54.7 inches
- Weight: 419 pounds
- Seat height: 31.9 inches
- Ground clearance: 5.1 inches
- Rake: 23.5 degrees
Modern Features Are Not The GSX-R750’s Strong Suit
This is where the Suzuki GSX-R750 shows its age rather evidently. It hasn’t had an update in over a decade, so the tech on offer is…well..from a decade ago. That means you only get basic rider modes here under the Suzuki Drive Mode Selector (S-DMS) function. Suzuki explains this “offers push-button selection of two racing-developed engine control maps to suit road or track conditions and personal tastes.”
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Other than this, there’s no traction control, quickshifter, or engine brake control. Heck, you don’t even get ABS (not even as an option). So if you’re someone who relies on electronic aids to go fast, we’d suggest you look elsewhere. It’s the same story with the instrumentation. There’s a semi-digital setup with an LCD on one side and a needle-equipped tachometer on the other. You can also forget about LED lights or other creature comforts.