Suzuki GSX-R 750 model history

When the technology for tracks is in streets

“An aluminum frame of unprecedented light weight and superb torsional rigidity. We had no real competitors in the market, other than factory racing machines.” Words of Hiroshi Fujiwara, Suzuki designer. In fact, Suzuki invents the supersport motorbikes market.

The GSX-R750 was basically a street-legal and detuned version of the works GS1000R racer. The flat slide carburetors gave faster response to the throttle compared to the vacuum carburetors. It also required the rider to be more gently with the throttle. There were no compromises, it was very quick in hands of a skillful rider but could be experienced as nervous and even dangerous.

It was a revolutionary motorcycle with specifications like over 100 hp power output, less than 180 kg dry mass, 55° leaning angle, lightweight alloy double-cradle perimeter frame, 18-inch wheels and streamlined design based on the factory Formula 1 and Endurance racers.

The air/oil-cooled motor had cylinder dimensions of 70,0 x 48,7 mm and had 29 mm flat slide carbs. In a racing trim (there was a tuning kit available for competitive racing) the GSX-R750 engine provided 130 bhp. The new high-tech engine was narrower than earlier inline-fours and materials like magnesium was used to keep the weight down to minimum.

The GSX-R750 was a natural sensation among motorcycle enthusiasts and the press at a time when the capacity limit for Formula One and endurance racing had just been dropped from 1,000cc to 750cc. Suzuki’s new 750 performed admirably in the AMA Superbike Championship and FIM World Endurance Championship and quickly became the racebike of choice among private riders worldwide, thanks to durability and affordability.

The second major revision of the GSX-R series revolved around a new frame, styled after the then racing frame. The engines were also updated and power outputs increased for the 750 and 1100 (the 1100 increased from 1052 cc to 1127 cc), now making 112 and 145 horsepower respectively. The fairing was restyled, giving a much rounder look. Named after their carburetors, these are referred to as Slingshot GSX-Rs. The Slingshot 750 ran from 1989 to 1992, the 1100 from late 1989 to 1993. The 750s went to a high revving over-square engine which failed to find much favour with the critics as it made the bike ‘buzzy’ and harder to work.

The third revision of the GSX-Rs mainly centred around the introduction of an updated watercooled engine which, oddly, retained the air-cooling fins. This increased power slightly. The frame was subtly improved and the suspension a great improvement over earlier models. The 750 watercooled model (not to be confused with later SRAD/K series GSX-Rs) ran from late 1992 to 1996. The 1100 from 1993 to 1998. Power was 121 and 155 bhp respectively. However by the end of the range the flagship 1100 model was substantially heavier than its original creation, by over 20 kilograms, and was considered a topheavy and only averagely handling bike. The new Honda Fireblade was substantially lighter, had a similar speed, and was a far racier machine than the GSX-R1100 now was. Sales records and racetrack comparisons showed up its weaknesses. It took several years for Suzuki to remedy this.

In 1996 an all new GSX-R 750 was introduced, the ‘SRAD’, featuring a new modern spar frame, all new watercooled motor and all new suspension. A year later a 600 cc model was introduced, to compete in the supersport class. They shared little in common with their earliest incarnations, bar their name and niche, and were a revolutionary change in the GSX-R series rather than evolutionary. However the series had stagnated somewhat and failed to successfully compete with the burgeoning 900-1000 cc market opened up, mainly, by the Honda Fireblade series and then the highly successful R1 Series from Yamaha.

In 2001, Suzuki introduced the GSX-R 1000 in the form of a 988 cc fuel injected motorcycle which put its predecessor to shame with a whopping 160 bhp at the crank. Created to compete with Yamaha’s R1 series they amply met the challenge and continue to this day at the leading edge of the sports bike genre.

Following a common 2-year revision cycle, Suzuki updated the GSX-R1000 in 2003. Changes included an updated fuel injection system, numerous intake and exhaust improvements, as well as improved and updated styling. Yet another revision followed in 2005; changes were more significant, and the 2005 models started to solidify the GSX-R’s domination in the 1000cc sportbike market. In 2005-2006, most road-tests and reviews by journalists considered the 2005 (and 2006) Suzuki GSX-R 1000 to be the leading 1000cc sportbike model on the road.

All of these motorcycles have been successfully raced around the world since their introduction and Suzuki’s sales reflect their popularity, with sales of over 2,000,000 globally per year.

The air/oil-cooled Suzuki GSX-R 1100 engine lives on in the Bandit 1200, and the 750 motor in the Bandit 600, in detuned forms.

The Suzuki GSX-R series were preceded by the Suzuki GSX Series and the Suzuki GS Series.

The term GSX-R is often reffered to or pronounced as “gixxer”/”gixer” (jick-sir).

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