Table of contents:
- 1985-1991: the birth of an oil and air star
- 1992-1995: goodbye, SACS. The Gixxer of water arrived
- 1996-2018: the rule of SRAD
A few days ago we told how the Suzuki GSX-R750 It is another of the great casualties of this 2019 along with the Suzuki Hayabusa. The end of 2018 has meant the moratorium on the Euro 4 regulations and with its disappearance the end of the cycle has occurred for the sports bike that sat a chair among the Superbike.
The Suzuki GSX-R750 can no longer be officially bought except in less restrictive markets with emissions and from Hamamatsu they have decided that seven and a half will no longer be manufactured. To remember an eminence in the world of aspirational motorcycles, let's review the story of this superb motorcycle.
1985-1991: the birth of an oil and air star
GSX-R750 (F) 1985
When Suzuki launched the first GSX-R750 in 1985 He did it with an obvious premise: to be the best superbike of the time. A never-seen-to-date aluminum chassis weighing just 8.1kg, flat-hatch carburettors, four-piston brake calipers biting into a double front brake disc, and 18-inch wheels on both trains revolutionized the sports bike segment.
But his bet did not stop there. The first Gixxer used an air / oil cooled inline four cylinder SACS (Suzuki Advanced Cooling System) engine with an output of almost 110 hp for a combined weight of 176 kg dry. A dream power-to-weight ratio for the time.
GSX-R750 (G) 1986
Just one year after its debut, in 1986 the Suzuki GSX-R750 received a 25 mm longer swingarm trying to bring greater stability to a set that initially received some criticism for a somewhat critical stability.
Other minor changes for the first revision of the Gixxer were a new keel and a higher power headlight. In this 1986 for the first time the Suzuki GSX-R750 arrived in the United States to conquer the American public.
GSX-R750R Limited Edition
Even before a year of life in the US market, the Suzuki GSX-R750 had already built such a reputation that it became an extremely popular model on and off the track.
Seeking precisely to sweep the American tracks, Suzuki launched in the same 1986 the Suzuki GSX-R750R to compete in the AMA Superbike. A close-ratio gearbox, dry clutch, single seat, quick fasteners, specific semi-handlebars, steel tank, lightened parts and new brake calipers on 310 mm discs inherited from the 1986 GSX-R1100 were introduced.
In addition, one of the biggest novelties in this special edition was the conventional front fork with anti-sag system. Its superior performance, its use in races and especially its short run of only 199 units (of which there are already very few) make these GSX-R750R an object of desire highly prized by collectors.
GSX-R750 (H) 1987
At a time when war was served both on the tracks closed to traffic and on the open roads (ask the 'Joe Bar Team', although the famous biker comic was not born until 1990), 12 months later they returned to changes were made to the Suzuki GSX-R750.
For this occasion adopted NEAS front fork 41mm (New Electrically Activated Suspension) with anti-sag system tested successfully on the GSX-R750R Limited Edition, in addition to adopting the standard steering damper to make it even more stable and an enlarged tank up to 21 liters.
GSX-R750 (J) 1988
And after minor changes, in 1988 the first series renewal of the GSX-R750 was introduced. In this new generation the work was more than intense with the adoption of a new aluminum chassis, improvements in the engine to raise the red line to 13,000 rpm and internal dimensions retouched with a shorter stroke to achieve 112 hp for 195 kg of weight.
Larger valves and carburettors were used to make the engine breathe better, but outside was where there were more changes with a much more modern and aerodynamic look, 17-inch wheels and the adoption of a new 43mm diameter fork.
GSX-R750 (K) 1989
As a consequence of the adoption of the 17 inch wheels, the Suzuki GSX-R750 encountered a ground clearance problem that was corrected in 1989.
Otherwise there were hardly any changes beyond polished steel exhausts instead of black, tight third, fourth and fifth ratios and a 5mm longer wheelbase.
GSX-R750R (RK) 1989
The RR made an appearance again in 1989 with the arrival of a new Suzuki GSX-R750R (RK). This was an excellent modification based on a limited series for the Japanese market that included an even more refined fairing, slimmer tail, rear swingarm with upper reinforcements and new brake discs.
In his case, he opted to mount the previous long-stroke engine but modified with 40 mm carburettors and a new exhaust line to achieve 120 hp for 187 kg of weight.
GSX-R750 (L) 1990
The '90s arrived and the one that would surely be called to become one of the most legendary Gixxer arrived. The Suzuki GSX-R750 continued to be updated year after year and by 1990 one of the most balanced and dynamic sets was achieved to date. At last it was a stable bike, but it was also a powerful and very solvent bike.
The long-stroke engine was recovered starting from that of the 1989 GSX-R750R, redesign of the combustion chamber, lighter pistons, stronger but lighter connecting rods, 4-in-1 exhaust, 38 mm carburettors … 115 hp for 193 kg in this generation, accompanied by a cycle part that embraced the inverted front fork for the first time and full regulation in both trains.
GSX-R750 (M) 1991
The following year Suzuki introduced the GSX-R750 with a completely revised aesthetic. The 1991 one was the Gixxer that led the way to the following models with its sharp nose and a large glass covering the two round headlights. Because yes, the front piece was glass.
Apart from other aesthetic changes to the rear, the SACS engine saw its cylinder head deeply revised with a new distribution system that allowed it to gain 1 hp to 116 hp.
1992-1995: goodbye, SACS. The Gixxer of water arrived
GSX-R750 (WN) 1992
But the '90s weren't officially inaugurated until the arrival of chanted colors and graffiti-style shapes, and this is where the 1992 Suzuki GSX-R750. But there was much more to it than a daring aesthetic because the aluminum tube chassis was now much lighter and more robust in conjunction with a new reinforced swingarm.
Under the same fairing but now decorated in a much more showy way, the liquid refrigeration, abandoning the popular SACS used for the last seven years, although it retained the oil cooling of the pistons.
The headlight cover was replaced by a transparent plastic one instead of glass, making it more resistant and much cheaper in case you have to look for a replacement.
GSX-R750 (WP) 1993
Without changes in 1993, the Suzuki GSX-R750 somewhat modest its aesthetics by almost completely banishing the pink color of its decoration. It was not a year for many changes and they continued to gather information about its new configuration.
The change with respect to the SACS had been enormous and the behavior had been notably improved thanks to a lower center of gravity.
GSX-R750 (WR) 1994
In the year 1994 they touched new changes for the Suzuki GSX-R750. It was a fast bike, but the competition was pushing hard and you had to put the batteries together. The engine was redesigned and somewhat inexplicably power was reduced to 112 hp for a weight of 199 kg.
GSX-R750 SP (WR) or SPR 1994
In 1994 Suzuki was again removed from the sleeve a specific model to use as a base model for racing. The Suzuki GSX-R750 SP It used black leg material such as TRM40 wide-mouth carburettors, the short-ratio gearbox, tuned suspensions, dedicated exhaust, six-piston brake calipers, magnesium engine covers, and a new stiffened aluminum swingarm were Parts that Suzuki offered as standard in this racing-customer.
GSX-R750 (WS) 1995
In 1995 a cycle was closed. The This year's Suzuki GSX-R750 was the last to use the aluminum double cradle chassisTherefore, no changes were made to the bike beyond cosmetic details such as the return to the forks in silver instead of the blue of the previous models and chromatic changes in the bodywork.
1996-2018: the rule of SRAD
GSX-R750 (T) 1996
The year 1996 became the great turning point of Hamamatsu with the irruption of the Suzuki GSX-R750, the first SRAD. Under a massive cosmetic makeover with a highly aerodynamic fairing and distinctive rounded tail, the Gixxer entered the golden age of sports car in style.
Along with a new aluminum double-beam chassis was introduced a new engine, with 39 mm carburettors and a power of 129 hp for a weight reduced by 20 kg. A huge leap forward accompanied by the SRAD (Suzuki Ram Air Direct) marked by the two large air intakes on the sides of the headlight.
GSX-R750 (V) 1997
Minimal internal changes and somewhat more modern decoration in 1997. Little activity, maintaining the same 129 CV of the 1996 model.
GSX-R750 (W) 1998
On the outside it looked almost the same bike as in 1997, but on the inside it was a completely different bike. The 1998 Suzuki GSX-R750 introduced for the first time in its mechanics the electronic injection, a bigger change with 46mm bodies.
Brakes and suspensions were tweaked and the geometry tweaked, but the most significant change was an increase in power up to 135 hp, in addition to reducing its weight in some internal parts.
GSX-R750 (X) 1999
No changes beyond the aesthetic touches in its characteristic decoration.
GSX-R750 (Y) 2000
And everything changed. The year 2000 marked another major evolutionary leap for the Suzuki GSX-R750, beginning with a sharp, challenging-looking aesthetic shared almost in unison since then with the GSX-R600. Chassis and engine were also new, a more compact powertrain was introduced, 13 kg light and above all more powerful with 141 hp declared.
The cycle part evolved remarkably, contributing to greater effectiveness and better performance, but the great change was adopted with the dual throttle SDTV intake in its fuel injection that gave it excellent performance.
In 2002 an overhaul of the SDTV system was introduced, the rear view mirrors were lightened, the exhaust received a new stainless steel tube, and minor changes to the lighting system were included.
GSX-R750 (K4) 2004
Following the guidelines set by the GSX-R1000, the Suzuki GSX-R750 they changed the rounded shapes used until then for a long sharper. The headlamp was noticeably lowered and everything became pointy in its aesthetics.
Power was increased to 155 CV declared (totally exaggerated because it was a very crazy time in the technical specifications), 14 hp more than in the previous model, and offered 86.3 Nm of torque while the dry weight was reduced by 3 kg.
GSX-R750 (K5) 2005 20th Anniversary
Although no changes were made to the Suzuki GSX-R750 in 2005, the brand's most loved sports bike received a special edition called 20th anniversary (or officially 20th Anniversary) as a celebration of the 20th anniversary of the myth of seven thirty.
In this case the changes were practically only cosmetic with a livery inspired by the first GSX-R750, a special exhaust silencer and a set of grated rather than perforated brake discs.
GSX-R750 (K6 and K7) 2006-2007
Maintaining the confidence placed in unfolding its Supersport in 600cc and 750cc displacement, the 2006 Suzuki GSX-R750 it took full advantage of both worlds with the size and lightness of a Supersport and power figures that were dangerously close to those of a Superbike of the time, before they began their particular quest for 200 hp.
2006 was possibly the golden age of modern sports cars and this year the GSX-R750 debuted a stiffer aluminum chassis paired with a long swingarm, a revised engine with 148 hp declared for a curb weight of 164 kg.
Among many other novelties this generation included an exhaust valve, clutch limiter, shortened wheelbase, 310 mm brake discs or new linkage configuration for the rear suspension.
GSX-R750 (K8, K9 and L0) 2008-2010
Breaking the evolution of the model, the Suzuki GSX-R 750 from 2008 it was postulated as one of the most balanced versions in its saga. In fact it was the same bike as the previous version but with a different aesthetic. She started to get a little out of date while playing in no man's land.
With a daring aesthetic with a trident-shaped headlamp and traditional color schemes, the Gixxer did not sit with the public as Suzuki would have liked and received some pushback from a not so radical approach Like the one that was beginning to be seen on other competitive motorcycles such as the 2007 Yamaha YZF-R6R.
Even so, it was still an excellent bike, with a power that maintained the 148 hp (7 hp less than 2004) and 86.3 Nm of torque for a weight of 163 kg dry and 198 kg in running order.
GSX-R750 (L1-L7) 2011-2017
And in 2011 the Latest Suzuki GSX-R750 of its lineage, finalizing the evolution of a two-wheeler legend alongside the GSX-R600.
Both motorcycles were introduced in 2011 with minor changes with respect to the motorcycle that we already knew, some updates intended to comply with the subsequent Euro 3 regulations and possibly accompanied by the most unfortunate aesthetic evolution of all how many have been introduced in the saga.
Regardless of subjective considerations, the Suzuki GSX-R750 from 2011 did not innovate at all, they simply updated their cycle part to stay in the sports segment. This meant that although they were not by any means the most radical proposals on the market, they were some highly enjoyable motorcycles.
Like the rest of the saga, the Suzuki GSX-R750 never stood out for being extremely radical or revolutionary concepts, but they were an example perfect balance and in this latest version they declared themselves as a very well balanced motorcycle between a fun and comfortable use on the road with a dignified behavior on the circuit.
In any case, may this review serve as homage to a saga that has made us dream and smile to all bikers, and let's hope that Suzuki will again offer us these types of passion bikes at some point.
