Comparison test: mid-range Nakeds
BMW F 800 R and Suzuki GSR 750 in the test
With around three-quarters of a liter displacement, the BMW and Suzuki are not in the top league of naked bikes, but they are already on the wallet. Power or Poser bike? The two youngsters in comparison.
The self-confident appearance is important, the first impression is usually decisive.
Those who are not guided by the outside world will look with interest at the inner values, the completely different sources of power. The 800 cm³ heart of a boxer is embedded in the aluminum bridge frame as a supporting element. Boxer? No, of course it’s the parallel twin known from the F 800 S, ST and GS (here with 87 instead of 86 hp due to the different exhaust system), which only sounds like a boxer due to its 360-degree ignition offset. Which can definitely be understood as praise, because the snotty, pithy sound of the two-cylinder engine suits the self-confident demeanor and the sporty demands.
Tea F. 800 R spits big tones, but also lets them be followed by action. The twin pushes respectably from 2,500 turns. The BMW with its long and wide-spread lower gears does not win the sprint ranking, but when it comes to racing out of medium speeds, for example when measuring the torque in the last gear, the F 800 R is in its element. It seems logical that the two-cylinder cannot shine with the smooth running of the Suzuki four-cylinder. But the vibrations that the BMW engine develops at medium speeds (between about 5000 and 6500 rpm) and close to the lock-off speed at almost 9000 revs can be annoying for the faint of heart. The transmission has also been seen to be smoother, quieter and more precise. For example with the GSR 750. This in turn demands more of the driver when it comes to seating comfort. Sure, an aggressive naked bike like the GSR does not have to be a comfort litter suitable for touring, but the rather narrow, straight handlebars and the wide tank, which spreads the rider’s knees wide, force the Suzuki rider into a suitable, but always aggressive seating position.
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Comparison test: mid-range Nakeds
BMW F 800 R and Suzuki GSR 750 in the test
Suzuki GSR 750.
On the other hand, the BMW leaves the load with passengers and / or luggage cold. Thanks to the steering damper, which incidentally showed no tough response or other disturbance behavior at an outside temperature of over 20 degrees, the BMW neither muckles when accelerating hard on an undulating road, nor does it allow itself to be carried away with nervous twitching of the handlebars when fully loaded. Speaking of payload: Bavaria has developed a practical solution for adjusting the spring strut preload. A handle stored under the seat is simply attached to the easily accessible setting wheel, so the strut can be easily and conveniently adjusted to the respective load.
The overall more tightly tuned, equipped with less sensitive responsive suspension elements reacts here much more sensitive and wedges the front. However, the Suzuki has a little better control of the brakes, albeit far from perfect. Your stoppers, which were previously criticized as not particularly biting, now come with ABS support on request. Incidentally, at a pleasantly low surcharge of only 300 euros, which means that the anti-lock device is only half as expensive as its BMW counterpart. Half as expensive, half as good? It can’t be proven so blatantly, but both the BMW brakes and their supporting ABS do a clearly noticeable and measurable better job than the package from the Japanese.
A source of joy is and remains the extremely short-stroke four-cylinder, the 106 hp offshoot of the GSX-R 750 engine from 2005. It goes without saying that it runs smoothly and is never disturbed by vibrations. It can’t offer the thump of the BMW from the very bottom, but the picture changes already from 3500 rpm: The Suzuki four-wheeler accelerates significantly, develops powerful power over a wide speed range and hits the limiter with momentum, which only starts at over 11,000 rpm forcing to switch. Even in terms of consumption, it does not have to be clearly distanced from the well-known economical Bayern twin. Just under or just over four liters per 100 kilometers – one of them should imitate that first. Which would refute the stereotype of the tough, hard-drinking street fighter once again. Under the rough shell of the two evil-looking types there is a core that is suitable for everyday use. And the striking outfit of the F 800 R and GSR 750 prove that cheap bikes don’t have to look cheap.
MOTORCYCLE scoring / test result
BMW F 800 R..
The magnificent four-cylinder Suzuki combines proper pressure in the middle and great revving, smoothness and economy in a grandiose manner. The even more economical BMW twin, which pushes powerfully from the very bottom, unfortunately has to be criticized for a somewhat rustic gearbox, rough load change shocks and, in the long run, disturbing vibrations at high speeds. Both completely different engine concepts are nevertheless extremely fun in their own way.
Winner engine: Suzuki
The foolproof driving behavior of the BMW makes the Bavarian into a stress-free fun-bringer on country roads of all quality. It falls lightly in an inclined position, always remains neutral and shows practically no tendency to erect. The Suzuki is hardly less manageable, but needs to be driven a little more energetically and with more concentration and, due to its tighter set-up, it rumbles a little rough over bumps. One would like more setting options for both.
Chassis winner: BMW
Both the BMW and the Suzuki offer decent everyday comfort. The BMW offers the slightly more comfortable driver’s seat and also pampers the front passenger. On the GSR, some people might be bothered by the wide tank that spreads its knees wide. On the other hand, the 17.5-liter barrel helps the economical Suzuki achieve a greater range. Overall, the smallest differences emerge in this chapter; both are good for a problem-free fun bike for all days.
Winner everyday life: BMW
The hour of the BMW strikes not only, but also clearly with the chapter braking and driving safety. The stoppers deliver a real bite, the ABS controls quickly and sensitively, the steering damper prevents the handlebar from slapping. The Suzuki just can’t keep up with that.
Safety winner: BMW
Long service intervals (every 10,000 kilometers) keep the costs for the BMW within limits. Suzuki (every 6000 km) should follow suit here.
Winner costs: BMW
A higher score at a slightly higher price allows the BMW to achieve the same value as the cheaper Suzuki: hence a tie
Price-performance winners: BMW and Suzuki
|Max points||BMW F 800 R.||Suzuki GSR 750||Overall rating||1000||669||652|
MOTORCYCLE test result
1.BMW F 800 R
The handy, very neutral driving behavior and the great brakes secure the victory for the BMW with its powerful, but somewhat rough twin.
2. Suzuki GSR 750
The Japanese bull with the powerful, smooth-running four-cylinder wants to be grabbed more by the horns, brakes and ABS are not at BMW level. The GSR just got the short straw.
BMW F 800 R and Suzuki GSR 750.
|BMW F 800 R.||engine|
|engine||Two-cylinder four-stroke in-line engine||injection||Ø 46 mm|
|coupling||Multi-disc oil bath clutch||Boron x stroke||82.0 x 75.6 mm|
|Displacement||798 cm3||compression||12.0: 1|
|power||64.0 kW (87 hp) at 8000 rpm||Torque||86 Nm at 6000 rpm|
|landing gear||frame||Bridge frame made of aluminum|
|fork||Telescopic fork, Ø 43 mm||Steering damper||hydraulically|
|Brakes front / rear||Ø 320 mm / 265 mm||Systems assistance||SECTION|
|bikes||3.50 x 17; 5.50 x 17||tires||120/70 ZR 17; 180/55 ZR 17|
|Tires||Bridgestone BT 014 front "F", rear "E"||mass and weight|
|wheelbase||1520 mm||Steering head angle||65.0 degrees|
|trailing||91 mm||Suspension travel v / h||125/125 mm|
|Seat height 1||825 mm||Weight with full tank 1||205 kg|
|Payload 1||200 kg||Tank capacity||16.0 liters|
|Service intervals||10,000 km||price||8,300 euros|
|Price test motorcycle||9,685 euros 2||Additional costs||around 264 euros|
|MOTORCYCLE readings||Top speed *||210 km / h|
|Acceleration 0-100 km / h||3.7 sec||0-140 km / h||6.4 sec|
|0-200 km / h||15.8 sec||Pulling speed 60–100 km / h||4.0 sec|
|100-140 km / h||4.6 sec||140-180 km / h||5.1 sec|
|consumption||Country road||4.0 liters|
|Reach country road||400 km|
|Suzuki GSR 750||engine|
|engine||Four-cylinder, four-stroke in-line engine||injection||Ø 32 mm|
|coupling||Multi-disc oil bath clutch||Boron x stroke||72.0 x 46.0 mm|
|Displacement||749 cm3||compression||12.3: 1|
|power||78.0 kW (106 hp) at 10,000 rpm||Torque||80 Nm at 9000 rpm|
|landing gear||frame||Bridge frame made of steel|
|fork||Upside-down fork, Ø 41 mm||Steering damper||–|
|Brakes front / rear||Ø 310 mm / 240 mm||Systems assistance||SECTION|
|bikes||3.50 x 17; 5.50 x 17||tires||120/70 ZR 17; 180/55 ZR 17|
|Tires||Bridgestone BT 016 "EE"||mass and weight|
|wheelbase||1450 mm||Steering head angle||64.8 degrees|
|trailing||102 mm||Suspension travel v / h||120/135 mm|
|Seat height 1||820 mm||Weight with full tank 1||215 kg|
|Payload 1||185 kg||Tank capacity||17.5 liters|
|Service intervals||6000 km||price||8,290 euros|
|Price test motorcycle||8.590 euros 3||Additional costs||around 190 euros|
|MOTORCYCLE readings||Top speed *||225 km / h|
|Acceleration 0-100 km / h||3.3 sec||0-140 km / h||5.7 sec|
|0-200 km / h||12.5 sec||Pulling speed 60–100 km / h||4.3 sec|
|100-140 km / h||4.2 sec||140-180 km / h||5.2 sec|
|consumption||Country road||4.1 liters|
|Reach country road||427 km|
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