A Suzuki GSX750F from 1998 to 2005 as second hand motorcycle, and for what sort of things we need to look at. The Suzuki GSX750F is big, oil-cooled and GSX-R derived. It's a bit like an early Honda VFR and a Kawasaki ZZ-R600 mixed together. It found fame for being the cheapest motorcycle of its kind in most countries around the world.
The Suzuki GSX750F is no racer and the looks were always a little dated but beauty is more than skin deep; people saw past the surface and discovered a versatile 250km/h commuter/tourer. The Suzuki GSX750F was successful enough for Suzuki to keep the old girl going for nearly 20 years.
The 750cc engine is a strong one. It makes plenty of torque low down, enough for top gear overtaking maneuverer from as low as 4000rpm. The cylinder block is old . Originally created for the 1986 Suzuki GSX-R750L, it's been re-bored, de-tuned, sleeved and re-tuned for countless models across Suzuki's model range. The engine management, comes with older-style screw and locknut valve adjusters and are relatively easy to home service. Carburettors need balancing regularly or it'll run like a dog. Both need checking every 13,000 kilometers, preferably twice as often. Another 13,000 kilometers service item is the air-filer, although it's not in the owner's manual, Suzuki mechanics strongly recommend replacing the air-filter. The Suzuki GSX750F is very unlikely to break down easy. The mild steel exhaust rot, with the weak spot being the two-into-one join below the engine. A stainless join can be fitted but requires the removal of the entire system and costs some good amount of money. A less time consuming option is to fit a road-legal, stainless steel full system from any of the well know manufacturers.
The fairing on the Suzuki GSX750F is easily damaged and each side panel can seriously set you back financial. The engine is a noisy beast, lacking the muffling water-jacket of modern liquid-cooled designs, so a certain amount of clattering at tick-over is normal. You should, however, be concerned about clunking and buzzing on the over run; that's your camshaft-chain tensioner giving up... It's a few hour's work for a capable mechanic to fit, but sourcing the parts can be a bit more difficult.