As of today, there are only a few production motorcycle models around the world that have been produced for several decades. The Suzuki GSX-R 750 model is rightfully considered one of their brightest representatives. Reviews from its owners from all over the world largely explain such a phenomenal success. Thus, today we can say that this motorcycle boasts excellent technical characteristics, maneuverability and other indicators that have stood the test of time. This article will discuss it in more detail later.
Debut
In 1985, the official debut of the Suzuki GSX-R 750 motorbike took place. The photo of the model can be called further confirmation that the developers created an exact copy of the factory motorcycle intended for multi-day sports racing. In this regard, it is not surprising that soon a whole offspring of replicas of racing versions of motorbikes were born. At that time, in terms of basic characteristics and controllability, the car was noticeably superior to its main competitors that were in mass production. Over time, the model gained cult status.
Main characteristics
The first version of the Suzuki GSX-R 750 was equipped with a 0.75-liter engine developing 100 horsepower. This 16-valve engine consisted of four cylinders and was theoretically capable of accelerating to 233 km/h. The power unit was housed in a new contoured aluminum frame, which significantly reduced the weight of the model. At the front, the designers installed a pair of powerful forks, the diameter of which was 41 millimeters. It should also be noted that the brakes have drilled discs, which made driving safer. A significant part of the motorbike was covered with a sports fairing, painted with the company logos of the manufacturer. The designers also created a road version, which was distinguished by the presence of a comfortable seat for the passenger, and the muffler here was located slightly lower compared to the sports counterpart.
Minor modernization
In 1986, the manufacturing company made minor changes to the Suzuki GSX-R 750 motorbike. The technical characteristics of the model remained the same. In particular, the designers improved the pan and headlights. It should be noted that at the same time the new product debuted on the American market. The following year, the front fork of the motorcycle received a new electric active suspension. In addition, the developers modernized the steering shock absorber and increased the fuel tank capacity to 21 liters.
Air and oil cooling[edit]
Air-cooled and oil-cooled models can be divided into first and second generation, colloquially referred to as "flatcooled" and "slingshot" respectively. The 1985–1987 models featured very flat bodies compared to modern sports bikes, hence the term "flat". The 1988-1991 (1992 US) models are sometimes called slingshots because the carburetors introduced in 1988 were marketed as slingshot carburetors (a slingshot describes the cross-section of semi-flat sliding carburetors). [2]
GSX-R750 (F) 1985 [edit]
The original model featured a lightweight aluminum alloy frame, flat-slide carburetors, dual discs with 4-piston calipers, and 460 mm (18 in) tires both front and rear. To save weight, designers specified an air-oil-cooled engine rather than a water-cooled engine. The seat has separate front and rear sections, but since 1986 all models have a one-piece seat. [3]
GSX-R750 (G) 1986 [edit]
The 1986 model received a 25mm longer swing arm for improved handling. Other than a modified underbody and upgraded headlights, there are very few differences between the 1985 and 1986 models. 1986 was the first year the model was introduced in the United States.
GSX-R750R 1986 [edit]
Racing homologation Limited Edition model, limited production. Includes dry clutch system, steel tank, single rear seat body and Limited Edition graphics, plus adjustable anti-dive fork GSX-R 1100. GSXR1100 rims with larger discs and 1100 calipers
GSX-R750 (H) 1987 [edit]
The 1987 model received upgraded 41mm front forks with NEAS (new electrically activated suspension) over the previous RR model, and a steering damper was fitted as standard. The fuel tank capacity has been increased to 21 liters.
GSX-R750 (J) 1988 [edit]
First major revision. New chassis design, engine and body modifications. A new short-stroke, oil-cooled version of the engine is introduced, now displacing 748 cc. The engine had a 73mm bore and 44.7mm stroke and could reach higher revs (specified redline at 13,000rpm, but rev limiter engaged at 13,500 per Suzuki workshop manual). The internal dimensions of the engine have been changed to accommodate the new cylinder bore and stroke. This engine used larger valves and carburetors than in previous years. Mikuni model BST36SS 'Slingshot' carburetors were 36mm in diameter and vacuum-guided; the cross-section of the bolt resembled a slingshot in shape. The short-stroke engine used a four-spring clutch. New design and two black mufflers. The wheels were now three-spoke, 17 inches (430 mm) in diameter, and used 160/60VR17 at the rear and 120/70VR17 at the front. The image of a slingshot appeared on the body for the first time. The forks were now of a cartridge design and had a diameter of 43 millimeters. The second generation model was heavier than the first, but had a more rigid frame and more power.[4]
GSX-R750 (K) 1989 [edit]
Minor changes such as a modified lower body, graphics changes and silver exhaust mufflers. Magazines reported that the exhaust manifold now has slight bevels on the manifold to increase ground clearance. Cycle magazines also reported changes to the rear shock mount geometry and front fork length to improve ground clearance. Graphics/painting schemes varied slightly across different global markets. US models were available in blue/white and red/white schemes. The SACS decal located on the lower body of blue and white models has changed from a diagonal lettering to a straight line [ citation needed
] .
GSX-R750R 1989[edit]
Limited edition racing homologation model. The redesigned engine returned to the original long stroke configuration (70 x 48.7 mm). The crankcase, crankshaft connecting rods and clutch have been upgraded to serve as a race-ready platform. The RR also gets new 40mm Slingshot carburetors and 4-into-1 exhaust, a close-ratio gearbox, a braced rear swing arm, a single block and a 19-litre aluminum fuel tank. Only 150 were sold in the US.
This is not true, in 1989 there was a K (standard GSXR) and an RK (homologation), and that's it, there was no R (someone confuses R with RK). Check out the GSXR750RK wiki page for details.
GSXR750RK 1989[edit]
The GSX-R750RK, also known as the RR, was a limited edition version first produced in 1989 of 500 made, 200 went to Europe and none to the US. [ citation needed
]
GSX-R750 (L) 1990 [edit]
Although this model is very similar to the previous 1989 model, many changes have been made. The 90 models featured changes to the engine, suspension, body, brakes and chassis. This was the first GSX-R to come standard with inverted forks (US models retained a conventional fork until 1991) and reverted to the bore and stroke of the original long-stroke engine.
The engine reverted to a 749cc bore. See and stroke dimensions of the original long-stroke engine, but still retained the 13,000 rpm redline. It now had a mm valve diameter (smaller than the short stroke 88-89, but larger than the 85-87) and used larger carburetors.
The new Mikuni model BST38SS carburetors were 38mm in diameter and featured an optional high-speed Powerjet circuit that was used to fine-tune the fuel mixture from 10,000 rpm to the rev limiter. On US unrestricted motorcycles, the Powerjet circuit was filled with a "zero" size jet, and activating the circuit simply required replacing the "zero" jet with a 57.5 to 62.5 jet. All other world famous bikes with a 38mm carburetor were equipped with a working Powerjet circuit. The breather valves were now separated from the air chamber.
The exhaust system has also been modified, eliminating the dual mufflers and replacing them with a stainless steel muffler on the right side. The transmission output shaft has been lengthened to accommodate a wider wheel. A new bent oil cooler design and oil lines (attached to the oil pan similar to the original 85-87 engines) were installed.
The frame was redesigned in 1990 and shared some features from the 1989 GSX-R 1100 frame. The rake angle was now 25.5 degrees and the wheelbase was 1,410 mm (55.7 in). The front suspension now had inverted forks, triple clamps and handlebars were redesigned to accommodate the new forks. The rear suspension featured a new damper (shock absorber) and pendulum. The rear damper (shock absorber) now had a remote reservoir and damping adjustment. The updated swingarm now has cast ends for axle adjustment. The rear wheel was widened to 5.5 inches (140 mm) (previously 4.5 inches (110 mm)), but the tire size remained the same. A non-adjustable steering damper was added and mounted from the left frame rail to a clamp on the left fork (US models did not receive a damper, but the frame had threaded mounting holes). The rear sprocket and drive wheel mounts were changed to a six-bolt design (previously five ). The front brake rotors have been replaced with slotted ones (the cross holes were previously drilled).
The body has also changed a little. The side deflectors became less rectangular and were located in a slightly different position. The new fender was also used with an inverted fork (except in the US).
GSX-R750 (M) 1991 [edit]
The 1991 GSX-R750M gained 15 kg over the previous model. The M's most notable features are its sleek headlights and raked nose, both of which were designed to reduce drag. New larger seats and a new rear body with dual taillights were also installed. This was the last GSX-R to use an oil-cooled SACS engine (except in the US). Internal changes to the engine included a new valve train that used one special cam and rocker arm (finger follower) per valve (previous models used one lobe and one split rocker arm per two valves). Valve clearance (play) was now adjusted with washers (previous models used a screw and nut). Cam duration and indexing have changed slightly, as has carryover, according to the magazine article. The rear tire width has been increased to 170 millimeters. The gauges have also changed to white needles (previously amber).
GSX-R750 (N) 1992 oil cooled[edit]
US 1992 models are the same as 1991 models, with different paint and graphics. All other markets now have the new water-cooled GSX-R 750. Carburetor Mikuni 36
Significant innovations
Serious changes to the model occurred in 1988. The new Suzuki GSX-R 750 engine had a volume of 748 cubic meters and differed from its predecessor in a higher speed range (13,000 rpm). In addition, the piston stroke became shorter and the size of the valves increased. The wheels of the new product now rested on three spokes. Japanese designers did not remain indifferent to the old exhaust system, completely updating it. It should be noted that such modernization led to a slight increase in the weight of the motorcycle. On the other hand, all this together made it more powerful and durable.
The following year, some visual changes were made to the design of the motorbike. In particular, depending on the market, the model differed in paint schemes. At the same time, a limited batch of motorcycles (500 units) was born. They received modified power plants with a long piston stroke (as in the very first version). Two hundred cars from this batch hit the European market.
In 1992, the Suzuki GSX-R 750 motorcycle received an improved chassis, which had a positive effect on its handling. The power unit now uses water cooling instead of oil. Engine power increased to 116 horsepower. The engine itself was mounted on a more rigid frame with a polished fairing and inverted forks. Despite the fact that, compared to the original modification, the new product has practically nothing in common, its character remains the same.
Suzuki music (GSX-R750)
text text from Motorreview
: Nadezhda Osipova
Suzuki GSX-R750: 749 cm3, 140 hp, 270 km/h, $ 8000, 2000 onwards.
Back in 1996, I had the opportunity to talk in an informal setting with an elderly Finn, who was blown by some unknown wind into a Moscow bike show. The conversation was not that long, but very informative. Waving a half-bucket can of beer, a Finnish pensioner said: “In Finland I have GSX-R!” The following phrase determined my life course for the coming five years: “I love Suzuki music!” In confirmation of these words, a very respectable guy hummed very naturally, almost perfectly representing the throttle in all gears, right up to fifth.
It was this demonic howl that sounded in my ears when, five years later, in a snowy parking lot in the center of Moscow, I met a practically new 750 Jixer. The price, taking into account the fact that it was the beginning of December and there were 1,500 kilometers on the odometer, turned out to be simply magical, and a couple of days later the wonderful creation of Japanese engineers was driving to my home in an old Transit. I want to say that the short wheelbase of modern sportbikes gives a big advantage not only in handling on the road, but also in turning such a motorcycle on the stairwell of a Khrushchev building, as well as in maneuvering in the corridor of a small apartment. The transportation losses consisted only of a broken front turn signal, and this was not a big disappointment. All the same, the huge standard “flashers” cause only problems: even if you put the motorcycle on its side in place, the thick leg breaks through the fairing. Therefore, I personally prefer simple overhead turn signals, which were immediately purchased for three kopecks in one of the many Moscow retail outlets. An air K&N was also added to the minimum tuning kit - just to avoid the hassle of replacing every 5,000 kilometers. And reinforced brake hoses - just for beauty.
By the way, don’t believe anyone who says that a motorcycle in an apartment is a source of problems and a gasoline stench. You just need to plug the gas tank ventilation pipe and insert a common dishwasher sponge into the muffler, and nothing will bother you. Not to mention the psychotherapeutic effect of personal equipment located in close proximity to the owner. And it doesn’t matter that indelible marks from the side step remain on the new carpet, and an experienced friend who installed an alarm right at the storage site covered the same carpet with tin. But by the beginning of the season, I was already confidently using all the switches and stopped straining because even in overalls, boots, a helmet and with a three-liter jar of sauerkraut in the back seat, I could only reach the floor while standing on tiptoes. An important element of preparation for the start of operation was regular meditation on the enormous power of the engine and self-persuasions such as “do not open the gas more than halfway for the first month.” As subsequent events showed, a month turned out to be too short a time.
The first week of driving was full of discoveries. Firstly, no extremes in planting. Most foreign testers reported an extremely cramped driving position, too-high pegs and an overly hard seat. I’ll be honest, I haven’t found anything like it so far. Maybe it’s because of my short stature, but for my 164 cm, the layout is ideal: my knees fit into the recesses on the tank, I don’t have to dive behind the wheel, and the fifth point gets no more tired than on any other motorcycle. It’s just difficult to reach the ground, but with a normal sense of balance, touching the toes of one foot is enough.
Secondly, no extraordinary power was found in the engine. True, at first. Because, as planned, I didn’t turn it above 7000. And it feels... Like I'm riding a trolleybus. The acceleration seemed so smooth and even. It was even a little frustrating, because I was expecting something completely different - a nervous motor with “arrivals”. But the sadness quickly passed when I began to notice the readings of not only the tachometer, but also the numbers that the “non-acidic” size liquid crystal speedometer showed. Because where the Yamaha Fazer 600 (my previous motorcycle) delivered 120 km/h, this thing showed all 180 km/h and with absolutely similar sensations. In short, it was unrealistic to “beat” the device.
The third point... came the understanding of controllability. Before that, I only owned motorcycles with steel frames. All of them, and especially the cheerful Fazer, were guilty of excessive gutta-perchiness in corners. The Jixer, as stiff as a log (the suspensions, of course, were tightened almost to the limit by the previous owner), rode as if on rails both during active lane changes and in a straight line, through all the pothole repairs and the not-so-smooth newly built super-interchanges. Here we cannot fail to mention the standard steering damper, which, although it has no adjustments, does its job perfectly.
The wonderful stiffness of the suspension on the Moscow streets showed its other side on the road to Odessa. After 200 km of the route to Bryansk, I had three serious steering wobbles with an amplitude of 60 degrees, a dozen unpleasant jumps over some concrete patches and a growing desire to turn towards Moscow - out of harm’s way. It was great luck that my fellow travelers had strong nerves and a Leatherman at hand: to the accompaniment of my nervous cries, all the necessary cogs from the “nowhere else” position were turned counterclockwise three-quarters of a turn, and the remaining 3,800 kilometers of the trip turned out to be much more comfortable.
Unfortunately, the self-confidence that built up upon arriving home did not lead to anything good: on a not too fine June day, an elderly horseman in a “six” turned right from the middle lane, which prevented me from overtaking on the right while speeding. I was stuck at a traffic light directly in front of a stationary police checkpoint, followed by evacuation to the Sklifosovsky Institute. “Jixer” was much more lucky: having driven onto the lawn, he fell on his side without encountering any obstacles. A little short of reaching 10,000 mileage, the season was closed at the very beginning. Winter brought the bike a new yellow-silver color, xenon lights and a Gianelli muffler. By the way, the coloring was non-standard from the very beginning: the original fairing struck me with its pristine integrity and was removed and hidden away immediately after purchase. Instead, they installed a domestic analogue, painted in a beautiful orange and black color scheme with maximum approximation to the original color scheme. The tank turned out to be the wrong color, and a roadside sewing shop for leather seats concocted a quite decent “leatherette” cover for it, which I’ve been driving with for three years now. The operation of changing the color cost $550 including plastic - we saved a lot on the qualifications of the painter. This doesn’t bother me: the motorcycle should ride well, but it can look average so that people don’t get jealous.
I installed the xenon “crystal blue” light solely for the sake of beauty and only in the low-range mode: with it, motorists can clearly see the motorcycle at any time of the day, and the standard long-range light was left for country night walks. The aluminum “end” of Gianelli came to me from the Russian circuit championship, from where it was fired for being lackluster. It’s just louder than the standard one and oval, and there’s no “+3 strength” or “-7 kege” for you. The main thing is that I am quite happy with it. I think it makes sense to pour money into a famous exhaust if you are doing deep tuning of the engine, but I don’t have such a task yet, and I don’t have the funds either. Well, also, to replace those killed in the accident, very small rear turn signals from the Louis catalog and tall MRA Racing sports glass were added, which were very useful when measuring the maximum speed in a group on the way to St. Petersburg.
There is a wonderful place near Novgorod - an ideal European highway in the middle of the forest, no turns, no traffic lights, and so on for eight kilometers. The speedometer quite briskly dialed 275, then 274, then 275 again, and so blinked back and forth until the end of the dyno section. It was sad to see all sorts of “blackbirds” leaving into the distance. And the glass, by the way, died at the end of the season when a businesswoman with a folder in her hands jumped out right in front of me on Barrikadnaya Street and rushed off into the distance without any apology. You know, the front wheel breaks off on the paving stones downhill in the rain. So it blew up... But on the asphalt, even in a rainstorm, in a rut and with a clearly visible cord at the rear, the motorcycle rides very well and predictably - the 1000 kilometers of the return road from the Latvian vacation confirm this. True, the high-voltage xenon unit, which was designed for a warm and dry existence under the hood, died in the rain. The unit that replaced it under warranty underwent a waterproofing course like your submarine, and is still working.
There was another incident with the electrics. One fine day, the FI light began to blink, which, despite the name (Fuel Injection), works as a diagnostic lamp for everything. But the blinking was so chaotic and illogical that it was not possible to match it with the error codes described in the instructions. Well, okay, as they say, a good knock will come out on its own. And he got out in the middle of a working day in the middle of Leningradsky Prospekt: the engine simply turned off out of the blue and stopped showing signs of life, despite a perfectly working starter and a full tank of gasoline. After 20 minutes of methodically examining everything in a row, it turned out that the very sensor that turns off the motorcycle when it falls fell out of the mount. As soon as it was pushed into its rubber clamp with the right end up, everything worked, and the ill-fated lamp no longer bothered me.
In the middle of summer, I wanted to play with the characteristics of the engine, fortunately, the electronic filling of the motorcycle allows you not to get into the engine, but simply plug a connector from a clever device into the brain and allow experienced guys to get creative without leaving the dyno. The guys played a lot with the power and torque curves, settling on the option “rich the mixture and add horses from above.” They brought it up to 126 against the original 120 (on the rear wheel), but nothing comes out of nowhere, and such a dip appeared on the middle ones that even the “arrival” that came later was not at all pleasing. Still, starting from 3000 and not falling below 7000 is more suitable for the track, and in traffic jams there is no particular thrill in driving like this, so I had to replay everything back, leaving only a slight enrichment at idle and “lower” to compensate for the “end” setting and filter.
Towards the end of the season, an unpleasant surprise occurred - the brakes began to feel strange. Dashing guys on similar motorcycles have previously persistently asked whether I had enough efficiency of standard mechanisms - to be honest, I did, because due to physical weakness in my right hand after an injury, I prefer not just to press the handle, but also to actively stomp the paw, that is, to brake engine. But the ambush only manifested itself during smooth decelerations, when there seemed to be no need to push back as hard as possible. That is, you want to slow down a little due to the brakes, but the required thing does not happen. The sensei, scratching their heads, pointed to the brake pads labeled racing, which supposedly do not have time to heat up when braking and therefore do not grip. However, having estimated that this is hardly possible during city driving, when 30 seconds ago you switched from fourth to first, and right now you just need to hold your horses, a full inspection of the brake mechanisms was carried out. The reason for the ambush turned out to be very sad: the fastening clamp was lost, and the metal braid of the hose rubbed against the wing. In this place, when braking, a small but nasty hernia grew, which stole much-needed meters of braking distance. The hose, of course, was immediately re-routed and changed, and the list of winter work included the installation of a tuning brake machine - just in case. The season was smoothly closed with the number 27650 on the odometer. It's time to do something with the bike.
I didn’t want to go too far into the consumable engine-running jungle, so it was decided to make do with little expense: install an automatic chain lubrication system for the lazy Scottoiler, and even heated handles. A strange choice for a sportbike, would you say? Maybe so, but I like driving the Jixer into the distance no less than around the city. And if Suzuki engineers went to great lengths to make it an excellent tool for active driving in heavy traffic, then you can modify it a little for travel yourself. And the central case, by the way, does not fit on it - there is nowhere to attach the platform. So I will continue to drive with a small bag in the back seat and a very small bag on the tank, and no cloth side bags. In my opinion, hanging them on a jixer is the same as loading an Arabian stallion like a market donkey. And it’s his thoroughbredness that I like. And, of course, Suzuki music.
Superbike Suzuki GSX-R750 model 2006
In 2006, the latest version of the legendary GSX-R750 continues to lead the way in technology. This bike combines the controlled torque and wide, smooth power distribution of a heavyweight machine with the compact size and easy handling of a midweight bike. Now the motorcycle has become even more compact. More powerful. Aerodynamics have improved.
Legendary sports bike
In the 21st century, the new Suzuki GSX-R750 appears in the guise of “The One And Only” - the one and only - as all possible competing companies focused on the production of motorcycles of the 600 and 1000 class. Having taken the “golden mean”, the GSX-R750 is guaranteed to take a leading position in any race, on any track. The superiority in power will leave 600-ton owners far behind, and riders of “liter” sportbikes will only have to envy its benchmark agility and acceleration.
Exactly 21 years ago, back in 1985, the first copy of the production Suzuki GSX-R750 - an almost exact copy of the grand prix motorcycle of those times - took to the world's racing tracks. From that time on, the GSX-R motorcycle series began its life, which later became legendary, and with it a new class of motorcycles - Supersport. The revolutionary Suzuki GSX-R750 motorcycle forever changed production car racing. In all countries of the world, these motorcycles filled the technical pits of tracks, and motorcycle racers on the GSX-R750 fought for victory. The car dominated the racing so convincingly that other brands were forced to leave the 750cc class. cm, since they could not compete with Suzuki. 750 cc class gradually left the schedules of world motorcycle championships, thereby opening up unprecedented opportunities for participants in amateur motorcycle racing or sophisticated connoisseurs of sports motorcycles.
When the GSX-R750 first appeared more than two decades ago, it defined an entirely new category of motorcycle: the true racing replica. For over 20 years, the GSX-R750 has been the link between the race track and the streets.
Over these decades, Suzuki has managed to establish the image of not only innovators, but class leaders - by launching motorcycles in the 1000 and 600 cc class, which are still considered the benchmark.
The GSX-R750's exclusivity lies in its unique embodiment of unrivaled power, traction and acceleration in an exceptionally light and compact 600-class sportbike chassis. The design of the motorcycle impresses with improved aerodynamics, which also provides efficient air delivery. The frame and swingarm, made of black aluminum, also add aggressiveness to the overall design of the motorcycle. The braking system of 4-piston radial calipers is identical to that used on motorcycles of the royal racing Moto GP.
This decision made it possible to abandon the use of dia. discs. 320 mm in favor of discs dia. 300 mm, while maintaining excellent braking performance. The stylish LED brake light is not only a tribute to fashion, but also a concern for the safety of riders - because their response time is 10 times less than traditional lamps.
In the manufacture of the engine of the new GSX-R750, a lot of the latest and ultra-light materials were used, for example, aluminum, titanium, and their alloys, instead of the previously used steel. Thanks to this, it was possible to reduce inertia, which provided more precise control over the operation of the valves, especially at high speeds. 25% less engine energy is now used to open the valves, delivering more power and torque to the rear wheel.
The engine is now equipped with ventilation holes designed to reduce internal pressure and resistance to piston movement, which is especially important at high speeds. Cold starting of the engine is now easier due to the installed AFIS (Auto Fast Idle System), which controls the operation of the valves depending on the coolant temperature. The injection system control processor is now more powerful (32 bits instead of 16). Its memory capacity has been increased from 98 to 256 kB. The front suspension now consists of an inverted fork, previously only found on the GSX-R1000. The diameter of the rear monoshock absorber with progressive characteristics has been increased from 14 to 16 mm.
Indeed, having gone through more than 20 years of victories and achievements, the GSX-R750 has become an exclusive sports bike. Many years of successful performances in motorcycle racing around the world have allowed us to introduce the latest engineering solutions. In fact, the purpose of participation in motorsports was not to win prizes on the podium, but to approbate and test materials, developments and solutions that were revolutionary for their time, in order to implement them on production motorcycles of the legendary GSX-R series as quickly as possible. Although there was still one more goal - to gain the glory of the winner, indescribable joy for the heights achieved, which the owners of the new GSX-R750 can now be fully proud of.
The GSX-R's advertising slogan, "Own the Race Track," is based on fact. When you think of the GSX-R75O, you immediately think of a race bike with lights that offers the best balance of engine and chassis performance.
Equipped with all the necessary road equipment, the Suzuki GSX-R750 is made for victory so that you leave all your rivals behind!
Suzuki GSX-R750 - no winners!
Features of the new GSX-R750
New engine
The all-new, compact and lightweight four-stroke, liquid-cooled, four-cylinder engine is designed to reduce overall machine weight, optimize combustion efficiency and power distribution.
Modified cylinder head with a narrow valve seat angle allowing for a more compact combustion chamber with a higher compression ratio (12.5:1), large intake and exhaust ports for improved intake and exhaust efficiency and increased power output.
The valve pistons have been increased in size to accommodate the increased camshaft operation.
Lightweight titanium valves with steel alloy springs and aluminum spring retainers, with hollow, thin-walled shafts reducing weight and inertia.
Lightweight forged aluminum alloy pistons with short skirts, sidecuts and anti-friction coating, with stronger, shot-blown chrome-molybdenum steel connecting rods.
One-piece top-crankcase cylinder block with larger (39mm) vent holes between cylinders, reducing crankcase pressure and reducing mechanical losses.
The tapered, larger, dual-chamber (50mm) throttle body features Suzuki's SDTV valve system as well as two multi-hole injectors per cylinder for optimal throttle performance and response.
The crankshaft is a forged steel design with a new balance shaft that reduces vibration at high engine speeds.
The crankshaft and transmission shafts have been repositioned to create a more compact engine design, and the engine itself has been moved slightly forward, resulting in straighter and shorter intake and exhaust manifolds.
A new clutch with a reverse torque limiter allows for smoother downshifts; The clutch is matched to a modified six-speed transmission with revised gear ratios and improved shift forks.
The innovative new SAES (Suzuki Advanced Exhaust System) system with a new under-seat muffler and the SET (Suzuki Exhaust Tuning) system improves mass centralization, provides excellent aerodynamics, improves characteristics at lower speeds.
A large, high-volume trapezoidal-shaped radiator ensures effective engine cooling; The radiator is equipped with a compact fan that improves air flow.
The new ISC (Idle Speed Control) system improves cold starts and stabilizes engine speed under various conditions.
The SRAD (Suzuki Ram Air Direct) system delivers cool, pressurized air into the airbox at highway speeds, improving engine efficiency and throttle response.
Test results for the new GSX-R750
New chassis
The all-new, ultra-light frame is constructed entirely from aluminum castings and is engineered to provide optimal rigidity, unrivaled precision and maximum cornering performance.
New reinforced aluminum alloy rear swingarm provides increased rigidity; The swingarm axle size has increased to 25mm and the swingarm is now 38mm longer, giving the rider better feel and increased rear wheel grip.
The new RM-Z450-style rear suspension linkage features a forged aluminum alloy link and forged aluminum bar that reduce lateral loads and help the rear shock ride in a smoother arc.
Showa's new 41mm inverted cartridge fork features full spring preload, compression and rebound adjustments.
The Showa rear shock, with a 46mm piston and larger 16mm rod, moves the same amount of oil despite the shorter stroke and allows for adjustment of spring preload, compression and rebound force.
New, larger 310mm front brake discs with radial floating calipers and radial master cylinder. The new rear brake caliper is 100 grams lighter.
Bridgestone radials are mounted on new cast aluminum wheels with modified, thinner spokes with optimized wall thickness, reducing unsprung weight.
An all-new, aggressively styled aerodynamic fairing gives the GSX-R750 a new look that, along with integrated turn signals and a reduced frontal area, improves aerodynamic efficiency by 5%.
The compact, lightweight instrument panel includes an analogue tachometer and a stepper motor-controlled LCD display with speedometer, two tripmeters, clock and a new gear position indicator.
The driver's position in the saddle has changed: the gas tank has become shorter, the height of the saddle has decreased, and adjustable footrests have been installed, allowing the driver to improve control over the machine and providing increased mobility in the saddle.
Source: suzuki.ua, suzukicycles.com Photo: ibike.com.hk
Source: https://bikeland.ru/
General description of the latest version
The last significant innovations affected the model in 2010. The motorbike received a more advanced motor and advanced electronics. It is impossible not to note the real revolution of that time: the ability to select the engine operating mode, a suspension with many settings, as well as a slipper clutch. The new product is based on an aluminum diagonal frame. The car retains the same excellent handling, so the pilot can be confident in it, regardless of driving conditions. Thanks to the suspension customization function, the rider and the motorcycle become one. The total weight of the new product in running order is 190 kilograms, while the dimensions, respectively, in length, width and height are 2030x710x1135 millimeters.
Water cooled[edit]
GSX-R750 (WN) 1992 [edit]
New water-cooled engine and redesigned frame, body and suspension. US market models retained the oil-cooled engine, and the 1992 US model is basically the same as the 91 with different graphics. A drop-sleeve version was available as the GSXR-600 for 92 and 93, both years being available with an inverted fork. The 1992 GSXR-600 was water-cooled for the US market, while the 750 had to wait another year. [5]
GSX-R750 (WP) 1993 [edit]
Mostly cosmetic changes, a major overhaul of the engine's internals, crank and connecting rods were made from forged steel rather than cast iron. The valve mechanism was also redesigned, which significantly increased power.
GSX-R750 (WR) 1994 [edit]
Reduced power and weight compared to last year's model. This year's inverted forks were anodized blue. The swing arm now has top braces (similar to the 750RK) rather than the "banana" design of the previous model.
GSX-R750 SPR 1994-1995 [edit]
The limited edition homologation SPR racing models feature factory-specific parts including a TRM40 wide-mouth carburetor, close-ratio transmission, magnesium engine covers, alloy water pump, six-piston brake calipers and a new heavy-duty swingarm. A wider rear wheel was also fitted, carrying a wider 180 rear section tyre. The SPR was 10kg lighter than the WP.
GSX-R750 (WS) 1995 [edit]
The last model to use a double cradle for greater rigidity over the '94 model year, and the upper fairing was all new with lighter dual-reflector headlights. The rider advertises it as having the highest ground clearance, just behind the Ducati 916.
Specifications
The new power unit of the Suzuki GSX-R 750, whose speed was stated at 260 km/h, received a volume of 750 “cubes”. The maximum engine power was 150 horsepower. Its layout was also quite interesting. More specifically, the new engine consists of four cylinders (the diameter of each of them is 67 millimeters), and the piston stroke is 42.5 millimeters. Largely due to this, the motorbike is able to develop very high speeds. The power system includes two independent injectors that operate depending on the degree of load. One cannot help but focus on the NGK iridium spark plugs with individual coils, thanks to which high-quality fuel combustion occurs. The model is equipped with a six-speed gearbox and an oil-hydraulic clutch with a hydraulic drive. As for fuel consumption, it averages 5.24 liters for every 100 kilometers in the combined cycle.
Brief history of the model
1985 - start of motorcycle production. During this period, the model had air-oil cooling, 18-inch wheels and a separate seat for the passenger.
1986 - the model undergoes minor changes. In particular, the motorcycle is equipped with a dry clutch, slightly modified headlights, a single seat, and an adjustable fork from the Suzuki GSX-R 1100.
1987 - The model receives a new 41 mm fork and steering damper in stock. The fuel tank capacity increases to 21 liters.
1988 - the first major update of the model. The motorcycle gets a new chassis, engine and appearance. The engine has a shortened stroke, thanks to which it was possible to increase the maximum speed (up to 13,500 rpm), and received larger valves and carburetors. Instead of 18-inch wheels, 17-inch wheels were installed on three-spoke alloy wheels. Instead of a 41 mm fork, a 43 mm cartridge-type telescopic fork was used. The new motorcycle had more weight, but had a stiffer suspension and a more powerful engine.
1990 - second major update. As standard, the motorcycle is equipped with an inverted fork, receives a new engine and different carburetors (38 mm). Instead of two exhaust pipes, there is one on the right side, made of stainless steel. The motorcycle also gets a new frame.
1991 - The headlights and front fairing are redesigned to achieve better aerodynamic performance. The engine changes slightly. The rear tire width increases to 170 millimeters.
1992 - Suzuki GSX-R 750 receives liquid cooling, new frame, plastics and suspension.
1993 - 1995 - the motorcycle undergoes minor changes. The main ones are: 6-piston brake calipers at the front, a new swingarm and a redesigned front fairing.
1996 - another major change to the motorcycle. The Suzuki GSX-R 750 gets a new frame (from the racing RGV 500 GP), engine, inertial charging system and fully adjustable 43mm inverted forks.
1998 - The Suzuki GSX-R 750 motorcycle receives an engine fuel injection system and 134 hp. maximum power.
1999 - 2000 - during this period, the motorcycle injector was improved, a larger air box was installed, and minor improvements were made to the operation and cooling of the engine. A new exhaust system is being installed.
2001 - start of production of the Suzuki GSX-R 750 K series. This year the Suzuki GSX-R 750 K - 1 model was released.
2002 - Suzuki GSX-R 750 K - 2. It features a revised injection system, adjustable rear suspension, new mirrors and an updated exhaust system.
2003 - Suzuki GSX-R 750 K - 3. It features minor changes in plastic and colors.
2004 - Suzuki GSX-R 750 K - 4. The motorcycle receives a 32-bit engine control unit, a new black frame, swingarm, titanium valves and 4-piston Tokico radial brakes. The engine develops 147 hp. power and 79 Nm of torque, with a curb weight of 163 kilograms.
2005 - Suzuki GSX-R 750 K - 5. This year the anniversary version of the motorcycle is released.
2006 - 2007 - Suzuki GSX-R 750 K - 6 and K - 7. The motorcycle undergoes a major restyling and receives a new frame, swingarm and engine. The main work of Suzuki engineers was aimed at maximizing weight reduction and increasing the efficiency of the motorcycle engine. Through the use of a modernized combustion chamber, it was possible to increase the compression ratio (12.5:1), and the use of enlarged cylinder head channels made it possible to increase engine efficiency over a wide range of operation.
2008 - 2010 - Suzuki GSX-R750 K - 8, K - 9 and L - 0 - another restyling of the motorcycle. The dry weight of the motorcycle is 179 kilograms.
2011 - 2014 - Suzuki GSX-R 750 L - 1 and L - 4 - new generation of motorcycle, L - series. The motorcycle undergoes another restyling, receives new brake calipers (Brembo - front, Nissin - rear), a slipper clutch, a new Showa fork and shock absorber, and an updated dashboard. The weight of the motorcycle is reduced by 9 kg. (167 kg.), and maximum power is 150 horsepower.
Reviews
Almost all the characteristics of the Suzuki GSX-R 750 and the appearance of this vehicle indicate its sporting orientation. This is not surprising, since the model was originally created precisely for the opportunity to compete with other iron horses. According to reviews from owners, models of different years of production have one main problem. This is quite a high cost compared to analogues. On the other hand, taking into account the aerodynamic performance and impressive speed of the motorbike, which cannot leave even the most demanding motorcyclist indifferent, the requested amount can be called quite acceptable. In all other respects, the vast majority of users call the model ideal. Some skeptics hint at the loss of stability of the power plant, as well as its unpredictability when the tachometer needle reaches 8 thousand revolutions per minute. Be that as it may, as of today, the model remains the only Japanese production motorcycle that has not been removed from the assembly line for almost thirty years. During this time, he acquired millions of fans all over the world.
SRAD [edit]
SRAD( S
uzuki
R
am
A
ir
D
irect) provides air intakes at the front that force air directly into the air box. All models as of 1996 used this design.
GSX-R750 (T) 1996 [edit]
The 1996 GSX-R introduced a new twin-spar frame derived from Suzuki's RGV 500 GP race car. The new compact and lightweight engine features magnesium covers on the cylinder head, starter and clutch cover, helping to reduce weight. These changes resulted in a weight reduction of 20 kg to 179 kg, and power increased to 128 hp. (95 kW). This year's model finally addressed the weight issues that plagued the GSX-R in the first half of the '90s. [6]
Other features included an electronically controlled "main jet lock-out" system (for emissions reduction purposes). 39mm Mikuni carburetors and 43mm inverted forks that were fully adjustable. Additionally, a 17-inch rear rim was standard with a 190/50-17 tire fitted to all models from 1996 to 1999.
GSX-R750 (V) 1997 [edit]
Minor internal changes for 1996 model, improved aerodynamics.
GSX-R750 (W) 1998 [edit]
Introduction of electronic fuel injection. Power increase to 134-135 hp.
GSX-R750 (X) 1999 [edit]
1999 GSXR750
Only minor changes were made for the 1999 model, including new graphics and a few interior tweaks. The 1999 GSX-R won the sportbike of the year award and produced 134 horsepower at the cranks in SRAD's final year of development. The manual also states that the rear wheel has been increased to 190 millimeters from 180 millimeters in previous years. A steering damper was installed under the lower fork. The 6" rear wheel was supplied on the 1998 UK and EU model WW bikes. This rim used 190/50/17 tires.
GSX-R750 Y 2000 [edit]
All New 2000-2003 Models - Lighter, Stronger, Faster: Sometimes called a Superman bike due to the shape of the headlight.
Engine:
much smaller but more powerful engine, improved fuel injection with improved fuel trim for barometric pressure/altitude, redesigned narrower cylinder head with straighter intake tracts, larger airbox, improved ram air, 4 into 1 stainless steel exhaust, more lightweight and durable engine components and covers
Body:
more aerodynamic body, smaller front end, redesigned instrument cluster, new LCD information (odometer, coolant temperature, clock).
Frame:
new redesigned twin-spar frame, longer swingarm, lighter front brakes to reduce unsprung weight, lighter cast wheels to reduce rotating mass. [7]
GSX-R750 K1 2001 [edit]
The transmission had a number of parts changed due to a design defect that caused 2nd gear slippage and transmission failure. The input shaft and a number of other parts have been redesigned, and Suzuki has issued an internal service bulletin to its dealerships.
GSX-R 750 K4 with Scorpion carbon cylinder
GSX-R750 K2 2002 [edit]
A few minor changes for 2002: changes to the EFI, new adjustable swingarm, new mirrors and a new full matte exhaust.
GSX-R750 K3 2003 [edit]
The colors have changed. First year of motorcycles with 24-hour lighting (UK). Year of redesign (not in the UK).
GSX-R750 K4 2004 [edit]
Suzuki GSX-R 750 2008
Modified version of the 00-03 model. The ECU is now 32-bit instead of 16-bit, [8] titanium valves, new black powder-coated body, frame and swingarm, and Tokico 4-piston radial mounted brakes. [9] The engine produced 147 hp. (110 kW) declared power at the crankshaft; 127.3 hp (94.9 kW) at 12,750 rpm at the rear wheel, power tested by bike magazine on a non-certified dynamometer[8], torque 79 N⋅m (58.2 ft⋅ft) at 10,750 rpm. [8] Redline was 14,500 rpm. [10]
Dry weight was only 163 kg (359 lb)[9], making it one of the lightest GSX-Rs ever produced.
Suzuki GSX-R750 2011
GSX-R750 K5 2005 [edit]
In addition to changing the color of the bike, Suzuki celebrated the model's 20th anniversary by releasing the Suzuki 20th Anniversary GSX-R 750, which included a custom paint job, a custom exhaust, and sunex brake rotors...a blue EL chain, a blue seat, and a 20th anniversary edition. anniversary posters.
GSX-R750 K6, K7 2006-2007 [edit]
Year of redesign. New frame, swingarm and motor. The travel has been increased and the transmission now folds. The rotors have also increased from 300 to 310 mm. Modifications over the previous model include an all-new compact and lightweight liquid-cooled 4-stroke 4-cylinder engine designed for overall weight reduction, optimal combustion efficiency and power delivery. Redesigned cylinder head with narrower valve angles creating a more compact combustion chamber design, higher 12.5:1 compression ratio, larger intake and exhaust ports for improved intake and exhaust efficiency, and greater power output. Valve scoop diameter is increased for performance. with more aggressive camshafts. Lightweight titanium valves with steel alloy springs and aluminum spring retainers, driven by thin-walled hollow camshafts to reduce weight and inertia.
GSX-R750 K8, K9, L0 2008-2010 [edit]
New model - redesigned headlights, new colors, multi-mode power control. At the rear wheel, the engine develops 123 hp. (92 kW) at 12,500 rpm [11] and 53.4 lbf⋅ft (72.4 N⋅m) torque at 11,200 rpm. [11] Dry weight is 394 lb (179 kg). [eleven]
GSX-R750 (L1-L9) 2011-2020 [edit]
This is currently the longest running GSX-R 750 series ever produced without any major changes. New model, clean and sleek body, new headlight, addition of Italian made Brembo (front) and Nissin (rear) brake calipers. [12] The 2011 model is approximately 9 kilograms (20 lb) lighter than the previous year model. It has a torque-limiting clutch that provides smooth downshifts. A lightweight Showa Big Piston Fork (BPF) [13] is standard along with a Showa rear shock. Features a more compact instrument panel inspired by that of the GSX-R1000. The engine produces 127.9 hp at the rear wheel. (95.4 kW) at 12,600 rpm. [14] Rear wheel torque is 55.7 lbf⋅ft (75.5 N⋅m) at 11,100 rpm. [14]Wet weight is 194.1 kg (428 lb). [14]
In August 2022, Suzuki announced the 2022 GSX-R750, revealing color options but no other changes. [15] [16]
Main technical disadvantages
Experts say that the main problem of the Suzuki GSX-R 750 motorcycle is related to the rather poor performance of its front brake system when not warmed up. At the same time, professionals feel this disadvantage on the race track only in the starting laps. It should also be noted that in most sports motorbikes it functions similarly. In addition, reviews from the owners of the model indicate that its driver’s position is not sporty enough. In other words, Japanese developers were able to stand out among all two-wheeled civilian vehicles.
ATVs Suzuki KingQuad 750
Suzuki is the company that created the modern ATV. We are talking about the very first Suzuki QuadRunner - the predecessor of all ATVs. It was from him that cars began to be called that. In the US, which is the largest market for this type of vehicle, Suzuki ATVs have won various best ATV polls many times and the brand has a very good reputation there. The KingQuad 750 is one of the best all-round ATVs in the world today, and its innovative features put it at the forefront. The LT-R450 has received multiple AMA ATV Champion awards, further confirming Suzuki's position in the sports machine category.
The path to perfection
Answering the question of what caused the Suzuki GSX-R 750 to be so successful is not so difficult. Over all the years of production, the model has undergone a number of upgrades, which affected absolutely all its components and elements. At the same time, designers have at all times equipped their brainchild with the most advanced developments from the world of the motorcycle industry. All this led to the fact that at all stages of its existence the model was relevant and perfect. It remains the same in our time.
Price
As of today, everyone who wants to purchase the latest version of the 2014 Suzuki GSX-R 750 needs to pay an amount ranging from 900 to 990 thousand rubles. It all depends on the configuration. For this money, a potential buyer is offered a motorbike with a modified electronic equipment system and the ability to select the optimal riding mode depending on environmental conditions.
Since the car has been in production for more than a quarter of a century, it has repeatedly proven its high class, reliability and performance characteristics. In this regard, we can say with confidence that the model is really worth the money that is asked for it in showrooms. As practice shows, finding a suitable copy on the secondary market is very problematic. The fact is that this model is very popular among motorcyclists. In addition, not all owners are willing to part with such an iron horse. This is not surprising, given reviews from owners all over the world.
