Though the Lilliputian DR-Z70 dirt bike and the substantial C109R cruiser are new for ’08, the muscular B-King is the most sensational of the latest models, boasting a 1,340cc powerplant plucked directly from the Hayabusa, a Twin-spar cast aluminum alloy frame, and distinctively chiseled styling. The naked B-King weighs in with a dry weight of 520 lbs, 35 lbs more than the ‘Busa.

Although it looks very similar to the existing Hayabusa, the new GSX1300R is full of revisions, especially its engine. The ram-air-fed, liquid-cooled, DOHC, inline Four retains the same bore, 81.0mm, but gets 2mm more of stroke, up to 65.0mm, for an increased displacement of 1340cc.

The engine has four titanium (intake and exhaust) valves per cylinder, a compression ratio of 12.5:1, revised cam specs, Suzuki Dual Throttle Valves (SDTV) in the 44mm throttle bodies, two multi-hole fuel injectors per cylinder, a three-way Suzuki Drive Mode Selector switch and Suzuki’s “most powerful, most advanced digital fuel injection and engine management system” controlling it all.

In print, Suzuki claims a 12% increase in peak power and torque output for the new Hayabusa, and American Suzuki Vice President, Motorcycle and ATV Division Mel Harris told his dealers this equated to 195 horsepower, presumably at the crankshaft.

The GSX1300R also gets a revised twin-spar aluminum frame, a more rigid swingarm, a beefier rear subframe, fully-adjustable KYB suspension, radial-mount four-piston Tokico front brake calipers and more aerodynamic bodywork. Wheelbase is 58.5 inches (1485mm), rake is 24.2, trail is 98mm/3.9 inches, dry weight is 485 pounds and suggested retail price is $11,999.

Expanding the GSX line, the GSX650F offers a 656cc inline-4 mated to a 6-speed transmission and a hydraulic clutch. An upright seating position, relatively tall windscreen, and 5-gallon fuel capacity suggest the GSX650F might excel on long distance rides.

The M109R2 receives a less chunky headlight treatment and the M109R Limited Edition gets an omelet-like yellow and white paint job, but the big news in the update department is the Hayabusa: Suzuki’s notorious land rocket receives revised aerodynamics, suspension, and brakes, not to mention 12% more power via a new fuel injection system, pistons, valves, and more. Also notable is the incorporation of a three-mode engine output switch, a la the GSXR-1000. The totally revised RM-Z450 rounds out the updated bikes for ’08.

The B-King is a limited-edition streetbike based on a concept bike that was shown at the Tokyo Motor Show in 2001 and created so much demand it was put into production. The B-King shares the new Hayabusa’s 1340cc engine, but it gets a unique chassis and very unique styling.

Its twin-spar aluminum alloy frame is composed of five “precision cast” pieces, and its braced swingarm is formed with three “pressure cast” pieces. KYB supplies the three-way adjustable suspension (front and rear), and Nissin manufacturers the radial-mount four-piston front brake calipers. Rake is 25.5º, trail is 107mm/4.2 inches, wheelbase is 60.0 inches, dry weight is 518 pounds and claimed dry weight is $12,899.

To fill the entry-level sportbike gap left when the Katana 600 and 750 were discontinued from Suzuki’s product line last year, Suzuki has developed the fully-faired GSX650F, which is powered by a liquid-cooled, inline four-cylinder engine displacing 656cc with a bore of 65.5mm, a stroke of 48.7mm and a compression ratio of 11.5:1. Each cylinder has four valves per cylinder, which are actuated by double overhead camshafts, which are in turn driven by a centrally-located cam chain. The engine is fed by 36mm throttle bodies equipped with SDTV and controlled by a 32-bit, 256kb engine management system. The engine is backed by a six-speed transmission, which transmits power to the rear wheel via a roller chain.

The GSX650F’s chassis is based around a tubular steel double-cradle frame. KYB supplies the spring-preload-adjustable 41mm forks and the two-way-adjustable rear shock. The dual front brake rotors measure 310mm and are grabbed by four-piston Tokico calipers. The 3.50 x 17.0-inch front and 5.00 x 17.0-inch rear cast aluminum alloy wheels come shod with 120/70-ZR17 and 160/60-ZR17 Bridgestone BT011 radials, respectively. Wheelbase is 1470mm (57.9 inches), rake is 26º, trail is 108mm/4.3 inches, seat height is 30.35 inches, claimed dry weight is 476 pounds and the manufacturer suggested retail price is $6999.

Suzuki plans to introduce updated versions of the GSX-R600 and GSX-R750 in October.

Leave a comment with your dreamed modification to the 2008 (…9?) GSX-R 750!

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Following specs and review for 2008 GSX 650F and 2007 GXR 750.

2008 GSX 650F

It shows essentially a 650 Bandit in a party frock. But its GSX-R inspired appearance should draw legions of fans looking for sportsbike style with greater practicality and low running costs. Cheap to buy too, at around 9,600$ (£4,800).

The GSX650F’s chassis is based around a tubular steel double-cradle frame. KYB supplies the spring-preload-adjustable 41mm forks and the two-way-adjustable rear shock. The dual front brake rotors measure 310mm and are grabbed by four-piston Tokico calipers. The 3.50 x 17.0-inch front and 5.00 x 17.0-inch rear cast aluminum alloy wheels come shod with 120/70-ZR17 and 160/60-ZR17 Bridgestone BT011 radials, respectively. Wheelbase is 1470mm (57.9 inches), rake is 26º, trail is 108mm/4.3 inches, seat height is 30.35 inches, and claimed dry weight is 476 pounds

It’s all wrapped in a full fairing design and five-gallon fuel tank that takes styling cues from the GSX-R line. The one-piece seat clearly sets it apart from the race machines, but bouncing up and down on it for a minute revealed comfortable padding. Rubber-mounted handlebars hold all the tools necessary to command this machine. The clutch lever modulates a hydraulic system while the brake lever controls a pair of 4-piston calipers squeezing floating discs.

Available December of 2007, the GSX650F isn’t really going to contend with its V-Twin Suzuki sibling or Kawasaki’s parallel-Twin Ninja 650R. As a four-cylinder for seven grand, the 650F is in the same category as the Yamaha YZF-R6S and Kawasaki’s ZZR600 for attracting new or lesser-skilled riders to the world of modern sportbikes – the difference, of course, is that the Yamaha and Kawi machines are leftover high-tech wonders of yesteryear, while the GSX650F is purpose built as an entry-level machine.

2007 GSXR 750

When the first GSX-R750 was introduced more than two decades ago, it defined an entirely new category of motorcycle: The true racer replica. For more than 20 years, the GSX-R750 has been a direct link between the racetrack and the street.

It is a revolutionary motorcycle that changed production- based racing forever. Filling racing paddocks around the globe, and driving would-be competitors from the grid. A machine so dominant that other brands abandoned the 750cc racing class because they could not compete.

The GSX-R slogan, Own The Racetrack, is based solidly in fact. Say GSX-R75O, and the world thinks of a racebike with lights, with the best possible balance of engine and chassis performance.

Engine Features
Compact & lightweight 4-stroke, 4-cylinder, liquid-cooled engine designed for overall weight reduction, optimum combustion efficiency and power delivery
Cylinder head with narrow valve angles creating a compact combustion chamber design, 12.5:1 compression ratio, large intake and exhaust ports for optimum intake and exhaust efficiency and high power output
Lightweight titanium valves with steel alloy springs and aluminum spring retainers operated by thin-wall hollow camshafts to reduce weight and inertia
Lightweight forged aluminum alloy pistons with short skirts, cut away sides and an anti-friction surface finish along with shotpeened chrome-moly steel connecting rods for improved strength
One-piece cylinder block and upper crankcase section is equipped with 39mm ventilation holes between cylinders to reduce crankcase pressure and mechanical loss
Tapered, 50mm double-barrel throttle body design features Suzuki’s SDTV throttle valve system, plus twin multi-hole-type injectors per cylinder for optimum performance and throttle response
Crankshaft features forged steel construction and a secondary balancer shaft for reduced vibration at high rpm.
Crankshaft and transmission shafts are positioned to create a compact engine design and the engine itself is rotated slightly forward in the chassis allowing for straighter and shorter intake and exhaust ports
New back torque limiting clutch allows smoother downshifts and works in conjunction with an updated six speed transmission with revised internal gear ratios and updated shift forks
Innovative new Suzuki Advanced Exhaust System (SAES) with new under engine muffler layout and Suzuki Exhaust Tuning (SET) system for maximum mass centralization, superior aerodynamics, and improved low-to-mid range performance
High capacity large trapezoidal-shaped radiator provide efficient engine cooling – includes compact cooling fan assembly designed for improved air flow
Suzuki Idle Speed Control (ISC) system improves cold starting and stabilizes engine idle speed in a variety of conditions.
SRAD ( Suzuki Ram Air Direct) force feeds cool, pressurized air into the airbox at highway speeds, improving engine efficiency and throttle response

Chassis Features
An ultra-lightweight frame is built entirely of aluminum alloy castings and is engineered to deliver optimum rigidity, unmatched accuracy and maximum cornering performance.
A braced aluminum alloy swingarm features a large 25mm swingarm pivot and is designed for optimum rider feel and maximum rear wheel traction
RM-Z450 inspired new rear suspension linkage utilizes a forged aluminum alloy link and a forged aluminum link rod that reduces side loads and helps the rear shock absorber move in a smooth arc
Inverted 41mm Showa cartridge front forks are fully adjustable for spring preload, compression damping, and rebound damping.
Showa rear shock absorber with a 46mm piston and a 16mm rod moves the same amount of oil despite a shorter stroke and provides adjustable rebound damping, preload as well as high and low speed compression damping settings
310mm brake discs work with radial mount calipers and radial front brake master cylinder.
Bridgestone radial tires are mounted on cast aluminum wheels featuring thin lightweight spokes with optimized wall thickness to reduce unsprung weight
Aggressive and aerodynamic bodywork gives the GSX-R750 a stylish look and when combined with integrated turn signals and smaller frontal area provide maximum aerodynamic efficiency
Compact, lightweight instrument cluster features a step motor controlled analog tachometer, LCD speedometer, dual trip meters, clock and a convenient gear position indicator
Riding position is optimized with a short fuel tank, lower seat height, and adjustable rider footpads for improved rider control and mobility

However, Suzuki announced new models upcoming in October for GSXR 750 and Katana 600.

“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).

It was also in 1963 that Suzuki brought its newest motorcycles to America. Success came quickly by offering riders a new level of value and reliability with a fast-growing line of motorcycles. Most notable were Suzuki’s two-stroke vertical twins. In 1966, the X-6 Hustler became Suzuki’s first true street-legal performance machine, and the fastest Japanese 250cc of the time. A 500cc model, the Titan, soon followed, and remained in Suzuki’s lineup until the 70s.

Back on the road, Suzuki’s two-stroke line grew to include a series of in-line triples, capped off by the GT750 — the largest mass-production liquid-cooled two-stroke street bike ever offered to the public. Briefly, in 1975, Suzuki experimented with Wankel rotary-engine technology, introducing the now-collectible, short-lived RE5. And Suzuki’s Grand Prix road racing efforts expanded to the premier 500cc class. Briton Barry Sheene won two-straight World Championships aboard the exotic RG500 square four. This enduring race bike would go on to two more title wins in 1981 and 1982 with Italians Marco Lucchinelli and Franco Uncini riding.

But with tightening emissions standards, four-stroke inline fours would lead Suzuki’s charge starting in 1976. The new GS750 boasted a relatively short stroke, double overhead cams, double disc brakes and fine handling. The GS1000 that soon followed was arguably the best one-liter four-cylinder of its time. The GS series worked well on the track, too, and Wes Cooley and Yoshimura won the young AMA Superbike Championship for Suzuki. By the early 1980s, Suzuki had firmly staked out its territory as a major player in the market for tough, reliable, high-performance road machines.

In 1986, Suzuki originated the mass-production repli-racer Superbike with its revolutionary GSX-R750. Never before had a bike so racy been offered to so many riders. The first GSX-R was distinguished by its full fairing, a then-unusual square-tube aluminum frame, and design features that made the Suzuki by far the lightest bike in its class. This signature Suzuki motorcycle, backed by an outstanding contingency program that paid riders for results, became the omnipresent club racing machine. Many of the best American riders of the last 15 years honed their skills on GSX-Rs and some rode to championships and Daytona glory.

A young, fearless Kevin Schwantz won the Daytona 200-miler in 1988 and numerous other Superbike races on GSX-Rs prepared by Yoshimura R&D. Jamie James added to the Superbike championship tally with a title win in 1989. And Suzuki started its longtime ownership of the near-stock AMA 750cc Supersport Series. Since 1996, Suzuki has won every 750cc SS title, and virtually every race.

More GSX-Rs followed the original 750; an 1100, then a 600. New versions appeared year after year, and some proved nearly as revolutionary as the first. In 1996, Suzuki unveiled an all-new 750 with a liquid-cooled engine and twin-spar aluminum frame. Lighter than some of its competitors by 40-plus pounds, the new GSX-R ruled Supersport racing. With the help of Aussie Mat Mladin, this GSX-R claimed back-to-back AMA Superbike Championships in 1999 and 2000. If that wasn’t enough, the smallest GSX-R won its share of AMA 600cc Supersport races, and a championship in 1998. Under the care of Team Valvoline Suzuki, the big 1100 won a long string of WERA National Endurance Championships.

In 2001, Mladin and Yoshimura debuted yet another new low-mass GSX-R750 at Daytona, and easily won the event. The year also saw the debut of the outrageous GSX-R1000, featuring class-leading horsepower packed into a ridiculously light 375-pound motorcycle. Like the 750 before it, the new 1000 won various bike-of-the-year honors worldwide.

While the GSX-Rs collected most of Suzuki’s road racing trophies, other notable wins came around the world. Schwantz, who cut his racing teeth on GSX-Rs, went on to numerous 500cc Grand Prix victories, and won the World Championship on his Suzuki RGV500 in 1993. Kenny Roberts Jr. joined Team Suzuki in 1999 and won a slew of races on his Suzuki V-four before winning his first 500cc World Championship during the 2000 season.

In 1920, Michio Suzuki decided to introduce his business to the stock exchange. The days of a small family business were long gone; Michio Suzuki needed the capital to be able to expand the business to meet the demands of the growing market. The founding of Suzuki Loom Manufacturing Company (Suzuki Jidosha Kogyo) in March of 1920 is regarded as the start of the Suzuki Motor Company as we know it today. The company celebrated its 80-year anniversary in 2000.

Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower from a displacement of less than 800cc. In 1938 Suzuki made its first prototype of a car, based on the Austin Seven. The Suzuki research team had bought an Austin from England, dismantled and studied it and a few months later was able to make a replica of the Brittish 737cc car. Japan possessed little technical knowledge of how to produce good cars or motorcycles and imitating the car manufacturers in Europe seemed to be the way to get started.

With the onset of World War II, production plans for Suzuki’s new vehicles were halted when the government declared civilian passenger cars a “non-essential commodity.” At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki’s fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

There were hardly any manufacturers of motorcycles or cars in Japan before the Second World War. Soichiro Honda was to build his first cyclemotor in 1947. In Europe and the United States there had been motorcycle and car industries for decades.
The Otto motor had been patented in Germany in 1876 and the Einspur, Gottlieb Daimler’s first motorcycle prototype was built in 1885. Robert Bosch introduced a low-tension magneto the motorcycle before the end of the 19th century and by the time Michio Suzuki was designing his first loom, European companies like Zedel (later NSU), Royal Enfield, Puch, Peugeot, Norton and Husqvarna were already producing motorcycles, as well as Indian and Harley-Davidson in America. There were already motorcycle magazines and motorcycle clubs organized reliability trials in Europe. The first Isle Of Man TT-race was held in 1907, two years before Michio Suzuki started his loom works.

According to a story it was Michio Suzuki’s son, Shunzo, who came with the idea of motorizing his bicycle a fall day when riding home from a fishing trip. Without any specific goal, only for his own pleasure, Shunzo went to his drawing board at home and started to design his own cyclemotor. Nevertheless the story is true or not, manufacturing cyclemotors saved the company from the edge of a crash.

In November 1951 the engineers of the Suzuki Loom Manufacturing Company started to design an engine that could be attached to a bicycle. The idea was not unique, there were actually over 100 other Japanese companies that had came up with the same idea. Soichiro Honda started his Honda Technical Research Institute in 1946 with renovating used small engines used by the Japanese army during the war and mounted them onto bicycles. A year later Honda started to make their own engines. By the time Suzuki put his first cyclemotor into production Honda (now renamed to Honda Motor Company) owned 70% of the commuting market.

Before the 36cc Power Free engine was released, a 30cc prototype, that was given the name ”Atom” was created by Suzuki. The Atom was never mass produced.

The high quality of the Suzuki’s cyclemotor made it to stand out and made it a big hit in Japan. Many of Shunzo Suzuki’s original ideas were used on the final product.
The engine was a “square” 36 x 36 mm piston-ported two-stroke mounted within the cycle frame, just above the pedals. It powered the cycle through the normal pedalling chain and required special chain-wheels to enable the rider to free-wheel while the engine was running. The engine could also be pedal-assisted, or disconnected completely.

The system was so ingenious, the Patent Office of the new democratic government granted Suzuki a financial subsidy to continue research into motorcycle engineering.
Unlike most of its competitors, the Power Free did not use army surplus or proprietary engines and was built entirely by Suzuki. Suzuki manufactured even the carburettor and flywheel magneto.

The Power Free, launched in late ’51, was only on sale for a few months before it was substantially improved. Just after the release of the Power Free the Japanese goverment changed the requirements to be allowed to ride a small motorcycle. No driver’s license were longer needed to ride a bike with an 4-stroke engine up to 90cc or a 2-stroke engine up to 60cc. Suzuki started immediatly to develop a new cyclemotor which engine capacity was increased to 60cc. and a two-speed gear was incorporated.

In 1953, Suzuki scored the first of countless racing victories when the tiny 60cc “Diamond Free” won its class in the Mount Fuji Hill Climb.

By 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 “Suzulight.” Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering — features common on cars half a century later.