It wasn’t by accident that the original GSX-R750 redefined the high-performance Supersport and shocked the motorcycle world when it was introduced in 1985.
It was a product of integrated design, a talented group of Suzuki chassis, engine and electrical engineers making history by working together to build a more compact and lighter 750cm3 Supersport.
With an unmatched combination of excellent throttle response, linear power delivery, strong braking, confident handling and class-leading power-to-weight ratio, it was the closest a mass-production four-stroke, four-cylinder streetbike had ever come to being a racebike with lights.
Efficiency by Design
Combustion efficiency is a measure of how completely an engine burns its fuel.
Better combustion efficiency can increase power and torque output across the rpm range; improve throttle response, acceleration and fuel mileage; and reduce emissions.
Mechanical efficiency is a measure of how much of the power and torque produced by an engine actually reaches the rear wheel.
Reducing mechanical losses by minimizing internal engine friction, reducing the weight of reciprocating internal parts and relieving crankcase pressure can increase mechanical efficiency, putting more of an engine’s output to use actually moving and accelerating the motorcycle and also improving fuel mileage and reducing emissions.
For the first time, the Suzuki GSX-R750 comeS with the revolutionary, race-developed Showa Big Piston Front-fork (BPF) inverted front suspension system. Conventional inverted front forks use a cartridge assembly that fits inside the fork leg on each side and typically incorporates a 20 mm piston to control damping.
The advanced BPF design eliminates the separate internal cartridge assembly inserted into each fork leg and instead uses a single, 37.6 mm piston riding against the inside wall of the 41 mm inner fork tube. The larger BPF piston and valving shims produce more effective, more accurate and more linear damping performance. The more controlled compression damping is especially noticeable during hard braking and at corner entry, delivering better feedback to the rider.
The Suzuki Drive Mode Selector (S-DMS) system built into the ECM allows the rider to use a button mounted on the left handlebar switch module to select one of two engine control maps, regulating the fuel injection, secondary throttle valve and ignition systems. The two maps are designated A and B, with Map A delivering full power and acceleration and Map B producing more moderate acceleration.
The S-DMS system allows the rider to select a map to suit various riding conditions and personal preference on the road, for example choosing one map for highway cruising and the other map for tight country roads.
The Suzuki GSX-R750 comeSwith 310 mm fully-floating front brake discs and radial-mount, four-piston Brembo monoblock calipers. The 32 mm caliper pistons are staggered to promote even pad wear, the trailing pistons offset relative to the pad centerline. The monoblock design of the calipers makes them lighter, and their more rigid construction and increased piston area improve braking performance by providing the rider with more consistent power and better feel at the lever.
A LIGHTER, MORE COMPACT CHASSIS
The GSX-R750 features a completely new chassis designs each based on a more compact, lighter twin-spar aluminum frame with a 15 mm shorter wheelbase. The GSX-R750’s wheelbase is now 1,390 mm.
The shorter wheelbase better centers the combined machine/rider mass between the wheels, improving racetrack cornering and also shortening the reach between the seat and the handlebars. The shorter reach and slightly wider handlebar angle make it easier for the rider to reposition their weight while on the racetrack and also improve comfort on longer highway rides.
The four-into-one stainless-steel exhaust system features four individual head pipes and a single collector. The mid-pipe located between the collector and the under-engine exhaust chamber carries a Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve to match exhaust system back-pressure to engine rpm, throttle position and gear position, maximizing torque and improving throttle response, especially in the low-to-mid rpm range. The exhaust chamber leads to stainless-steel S-bend pipe and a titanium muffler shaped and positioned to enhance cornering clearance and improve aerodynamics. A reduction in pipe wall thickness and a smaller, more efficient exhaust chamber and muffler combine to make the GSX-R750 system 1,100 grams lighter.
A slightly larger-diameter radiator fan mounted on the efficient, trapezoidal, curved radiator turns on and off based on coolant temperature and improves cooling performance.
|Engine type||4-stroke, 4-cylinder, liquid-cooled, DOHC|
|Bore x Stroke||70.0 mm x 48.7 mm|
|Compression ratio||12.5 : 1|
|Transmission||6-speed constant mesh|
|Ignition system||Electronic ignition (transistorised)|
|Suspension||Front||Inverted telescopic, coil spring, oil damped|
|Rear||Link type, coil spring, oil damped|
|Tyres||Front||120/70ZR17M/C (58W), tubeless|
|Rear||180/55ZR17M/C (73W), tubeless|