Model history: 25 years of the Suzuki GSX-R 750

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Model history: 25 years of the Suzuki GSX-R 750

Cradle of hyper sports

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25 years ago the GSX-R 750 revolutionized the motorcycle world, tea name "Super sport" was no longer sufficient from then on. With the first GSX-R, Suzuki created the term "Hyper Sports". AT quarter of a century later, the great Gixxer meets her granddaughter.

The year is 1985. A momentous event for the motorcycle world is taking place in the land of the rising sun: The brand new Suzuki GSX-R 750 rolls off the assembly line. A sensational 201 kilograms when fully fueled, a whopping 100 hp and uncompromisingly sporty – a combination that is unique to date. The hour of birth of the first superbike. Its biggest competitor, the more moderate Yamaha FZ 750, weighs over 30 kilos more. The esteemed form PS writer Jurgen "Yep" At that time, Schmitz doubted the future viability of the "Racing bolt" Suzuki GSX-R 750. He should be very wrong. Hardly any other bike influenced future motorcycle generations as decisively as the original Gixxer.
Just in time for the 25th anniversary, PS grabbed a well-preserved GSX-R 750 of the first series. Except for the rearview mirror, turn signals and the rear tires (150 instead of 140), the bike is in its original condition. She meets her youngest granddaughter in northern Alsace for a sporty ride together. Before that, the testers were amazed at how the zeitgeist interpreted sportiness in the mid-eighties: smooth, plain full fairing; stately front with two round headlights and a huge, hemispherical windshield; large rear fairing pulled down far; 18-inch chassis. The sitting position also looks antediluvian in comparison. Extremely deep and well back seat with pronounced hollows, very high notches, towering and eternally long tank, high handlebars. How on earth, one wonders today, were the guys able to fumigate with this material back then?
AT.uf to try it yourself! With his knees bent at ear level and his upper body stretched far forward, the author carefully takes the first few meters under the wheels. Just don’t show any uncertainties in front of your colleagues! Fortunately, the road is straight ahead at first, only later there are curves. To be on the safe side, test the stoppers beforehand. Oops! The pressure point feels like the leverage of a Swabian spaetzle press, through which you choke tough dough. And the braking distance is similar to that of a fully loaded freight train. 

Even more than usual, the oldie urges his driver to drive with foresight. From today’s point of view, a section in a GSX-R 750 test from PS 5/1985 looks exactly on this topic: "The Suzuki’s brake is a poem. It can hardly be surpassed to dose it sensitively, with an exact pressure point and an excellent effect." What would the colleagues have said about the brutal trappings of current superbikes?
Despite her flyweight and her tires, which are as narrow as a Flex partition, Grandma needs some pressure to bend. It owes this slightly sluggish turning behavior to its relatively long wheelbase and the huge, lead-heavy rims. On the other hand, once in an inclined position, it gives a very secure feeling. "Length runs" – Thanks to this principle and the stabilizing effect of its large wheels, life on the original Suzi could consist of a single, long arc. A delightful thought that lasts even at higher speeds. No trace of the legendary, wild commuting that the GSX-R drivers of the first years of construction are said to have thrown off in rows. At least up to 200 km / h, the test Gixxer only moves slightly with the rear, even in an inclined position. It may owe this stability to its modern tires. Unfortunately, PS was unable to embark on the adventure due to a lack of opportunity "Driving behavior at top speed" fall.
In 1985, Suzuki was the first manufacturer to build an ultra-light aluminum frame (weight: around eight kilograms) into a powerful bike. It soon turned out that the chassis was a bit undersized. A fact that the Japanese were only able to get rid of with the reinforced frame of the new model from 1988.
The drive of the superbike presented itself as a tough guy in 1985. The innovative SACS (Suzuki Advanced Cooling System) keeps the temperatures of the air / oil-cooled four-in-line vehicle in the green range. Four valves per cylinder, crankshaft with five slide bearings, two overhead camshafts, flat slide carburetor and a large 18 liter airbox: the propellant did not need to fear competition. Even today, the cult engine inspires. Okay, the oldie only accepts gas from 4500 rpm (the flat slide says hello) and below 7000 rpm his thirst for action is limited. In addition, the test machine occasionally dies at idle speed. Real life in the hut prevails between 7500 rpm to the red area, which is 11,000 tours. The post is really going on here and conjures an appreciative smile on the faces of testers who are spoiled for performance. Tea power-to-weight ratio of 2.0 kg / hp was unbeatable back then, and is still a respectable figure today. Their daring sound is the most characteristic feature of the original Gixxer. When the tap is cocked, the four-in-one system emits a bloodcurdling, intrusive, cheeky roar into the open. Machines have not been allowed to roar that loud for many years.
The current GSX-R 750 is no exception. Of course, the two differ fundamentally, apart from a few details. The bore-to-stroke ratio and the diameter of the fork inner tubes are identical. Even the weight is almost the same.
The GSX-R driver feels the technical progress of a quarter of a century in every pore on the current 750: front-wheel-oriented seating position, crisp, firm chassis, unearthly brakes, powerful engine, playful handling, and as precise as a laser it is – worlds collide here. Except for the wind protection – and of course the sound – the ancestor doesn’t cut anything.

With the GSX-R 750, Suzuki has been providing the only large-scale super sports car in this displacement class for over a decade. For the anniversary, PS wishes her, her fans and herself that she can hold out 25 more exciting years as a rock as a rock. At least!

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