The magazine for classic Japanese motorcycles

Suzuki GS750

If there’s one thing that typifies Suzuki it’s the company’s ability to come back from a disaster stronger and ready to fight harder. Like many manufacturers Suzuki had been sucked into the belief that the future lay with rotary engined machines. The commercial disaster that was the RE5 allegedly almost ruined the company and it must have been a huge loss of face to have got it so wrong.

However, in a commercial world you either sink or swim and Suzuki went for the latter very swiftly demonstrating it was in for the long haul with its ground-breaking GS750. This was the company’s first four-stroke for more than two decades and was very much a modern machine built for the final quarter of the 20th century.

The design is variously said to have been in existence since 1972 or 1973 and, if you believe certain sources, is said to have been directly inspired by Kawasaki’s legendary Z1. The timelines pretty much fit and it’d be a brave soul that argued the 900 didn’t have some kind of impact on the bike. Suzuki, just like Yamaha and Kawasaki, had spent its formative years majoring on two-strokes and was very familiar with the concept of roller bearing bottom ends. Effectively mandatory on stinkwheels, the expensive-to-build pressed up crank offered one primary advantage on four-strokes in the form of bottom end strength. While plain bearings al a Honda 750/4 worked well in day-to-day use the roller bearing bottom end offered a substantial safety net in terms of strength. A secondary bonus was that roller bearings require lower oil pressure and this in turn reduces the potential for unsightly oil leaks. It can hardly be coincidence that Suzuki used the system for its GS750 just as Yamaha had done for its big 650 twin along with Kawasaki which had likewise gone for the safe option.

The GS750’s arrival caused something of a stir but this was as much to do with its conservative appearance as it was to do with the new power plant. The bike was subtly understated, yet had been engineered for comfort, reliability, handling and environmental issues. Straight cut primary drive gears kept engine bulk down to a minimum, relatively small bore carbs promoted economy and smoothness, a crankcase ventilation system ensured minimal pollution, while more rolling bearings in the swingarm and shim and bucket valve adjustment pointed towards longevity. Suzuki’s GS750 was a timely, considered and beautifully engineered response to the changing needs of the modern rider. Although the GSX-Rs of the 1980s were light years beyond the first GS, they owed their very existence to that original air-cooled 750 which set the tone, tempo and timbre for one of Japan’s
top players.

GS750 Timeline

1976 GS750A
First model year (A). Single disc, wire wheels, satin black side panels. Tank with contrasting lighter pinstriping running on front and lower edges of tank; detail followed through to tailpiece. Strato blue with gold/cerulean blue; candy gypsy red with gold/orange; black with gold/sky blue; pure orange with black/deep red.

1977 GS750DB
B model year. Similar to previous A model but now features additional disc on right-hand fork leg

1978 GS750EC
C model year. Most obvious difference is five spoke cast alloy wheels. Side panel now matched to tank colour, tank pinstriping now forms parallelogram panel. Stepped seat introduced. Black with gold/black/cerulean blue/soft blue; scarlet medium with gold/scarlet medium/orange/deep red; candy Florida blue with gold/candy Florida blue/cerulean blue/03T ultra blue.

1979 GS750EN
N model year. Gold tank pinstripes now form a wide band with body colour showing between, side panel runs open C style pinstriping with gold/red GS750 badge replacing silver/red previously used. Choke now handlebar operated. GS750L also introduced with custom styling; leading axle forks, short silencers, high bars, smaller tank and exaggerated stepped seat. Marble Canadian blue with gold/light blue; black with gold/orange; marble pure red with black/orange

1980 GS750G
T model year. Effectively a GS850G with a 750cc motor and shaft drive. Airbox edges have chrome detailing, chrome grab rail fitted. Large bright coloured decals used to contrast with base colour of tank, side panels and tailpiece.

1981 GS750G
X model year. Cosmetic changes only to previous model year, airbox outer faces
now all chrome. GS750GL introduced, effectively custom styling akin to GS750L
but with shaft drive.

Notes
GSX750 with 16 valve motor not covered in this guide. Colours given are UK and/or Europe. Other known colours: candy lovelock maroon with gold/orange; candy caribbean blue with black/silver metallic

Our thanks to Martin of Crooks Suzuki for the colour and decal information.

Words: Steve Cooper Photos: Mortons Archive, John Nutting