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• Suzuki GSX-R 750 for 27 years
• 27 years of the GSX-R 750

Bilski

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1998 – Injection system, steering damper, unbelievable 135 hp, reduced gear ratio, torque-increasing manifolds.

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The ancestor: In 1985 Suzuki brought the GSX-R 750 onto the market. Never before has there been a machine from Japan designed so radically for racing technology. Thanks to special oil cooling and lightweight aluminum chassis, it weighed only 201 kilograms with a full tank, a good 40 kilograms less than the competition.

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1985 – The very first: 100 hp, 201 kg with a full tank, sensational figures. Wiggled over 200 km / h but pretty much.

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2004 – engine and chassis revised, titanium valves, radial brakes, new face. 148 hp, ultra-fast iron.

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2006 – Everything new again: engine with superimposed gear shafts, stub exhaust, 150 hp at 13,200 rpm.

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1990 – A little more stroke again, four-in-one exhaust, upside-down fork. (Meanwhile) 226 kilograms, stable and fast.

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1992 – New engine, bucket tappets, water cooling, new chassis, new optics. Quite heavy at 239 kilograms.

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1988 – First major revision: stiffer chassis, shorter-stroke engine, four-in-two exhaust, touches down too early.

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2000 – New Millennium, New Gixxers. Chassis and engine heavily revised. With 141 hp and 191 kilograms the benchmark.

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2008 – New face, longer muffler, still 150 hp, 202 kilograms. Selectable performance curves.

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1991 – New optics, double headlights now behind a glass dome, new cylinder head with single rocker arms, 237 km / h.

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1986 – Already improved: ’86 Limited Edition with 30 mm longer swing arm and new radial tires. Only 200 pieces in Germany.

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1994 – Saving weight: wheels, frames, triple clamps, swing arm, engine cover. 231 kilograms, six-piston brake.

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1996 – Completely new: bridge frame, 128 hp motor, ram air inlets. A real hit, only 205 kilograms, very fast.

The super sports car from Suzuki in the three-quarter liter class

Suzuki GSX-R 750 for 27 years

Why is she standing alone in the wide hall? This question arises anew with every date. As always, the Suzuki GSX-R 750 gives everything – and still has no answer.

Bilsky

Suzuki GSX-R 750.

Everyone knows the feeling from their own motorcycle. From the first warm spring day, when everything tingles, while the starter turns on for a few seconds longer before the engine reports itself on the spot after a long hibernation. The first meters out of the courtyard entrance are adventure and pleasure. There it is again, the well-known sound, so familiar and yet new every spring. And yes, that’s how you sit on the iron, that’s how it feels when the engine comes up to speed for the first time. “Welcome home,” yells at you from the airbox a few kilometers further on, while the valves, pistons and crankshaft get used to five-digit speeds again. Motorcycling couldn’t be much nicer.

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The super sports car from Suzuki in the three-quarter liter class
Suzuki GSX-R 750 for 27 years

GSX-R 750 climb. I know what to expect. I know it suits me. And yet it is there, this subliminal tension. How will it be this time? It feels so good again?

The GSX-R has never really disappointed me in this regard. Just the sound. Just as you can fall in love with a voice on the phone without knowing the person, I feel with that particular 750 timbre. Not as hectic and nervous as the 600 screeching, not as brutal, even scary as a 1000 bass. But with a smoky undertone that doesn’t leave any doubt for a second that this lady will keep what she promises. The best thing is: In the current vintage, this promise sounds at least as tempting as in the best of times. Throaty, greedy, wicked – because the great mother of all super athletes succeeds time and again in breaking free from phases of subliminal decadence and gluttony and returning to her super sports destiny.

Bilski

Suzuki GSX-R 750.

Currently, that doesn’t just mean a sound that is reminiscent of the best times. But also about performance and weight key data, which inevitably raises the question of meaning. Promised 190 kilograms with a full tank of fuel, nominally 150 hp – isn’t that a dream formula for happiness? Or the other way around: Who actually needs more? I guarantee: Everyone, but really everyone, who steps off the GSX-R after a long country road ride, has to admit that the three-quarters liter with its strong middle and the mighty pound that it delivers in the five-digit speed range meets all requirements. Even if in the end it is only just under 140 hp that act on the crankshaft and it weighs five kilograms more. The 750 catapults me into the sports driver heaven, and that at express speed.

From 0 to 200 km / h in 8.6 seconds – and if need be, to 280 km / h top speed. Nobody needs more. That doesn’t necessarily make it easier to write about them. Because so much praise makes you need to explain. Because you have to write about things that cannot be easily explained. The demise of a vehicle class. The sudden disappearance of a displacement category that for decades was the epitome of pure sportiness, for world championships, for technological leadership. Away within a very short time, just gone. Why is the GSX-R the last of its kind given the undeniable qualities of this displacement class? I guess it’s like the dinosaurs.

It cannot be proven exactly. But there is evidence. Anyone who now cites the appearance of the 1000 super sports car of the modern age (i.e. with the appearance of the first Yamaha YZF-R1 in 1999) is not so wrong. Because until then, the big bike class (GSX-R 1100, Yamaha FZR 1000, Kawasaki ZX-10) had no impact on the 750 leadership, nor was the appearance of the revolutionary (because unrivaled light) Honda Fireblade. On the contrary: The years from 1992 (appearance of the first water-cooled, but also somewhat chubby GSX-R 750) to 1999 (phasing out of the much-scolded SRAD-GSX-R 750) were the most successful in the history of the 750s in Germany, in which not only the GSX-R 750, but also the Kawasaki ZXR 750 and the Yamaha YZF 750 R outstripped the racing cars in terms of sport.

Seen in this way, it seems almost an irony of fate that precisely at the technological peak of the 750 series (the 2000 GSX-R 750 had a nominal 140 hp and 194 kilograms full of fuel, almost the key data of the current 750 series) heralded the end of this class. Mind you, the class, not the GSX-R 750. Since then, it has defied the one-liter attacks as well as the attacks from the three-cylinder camp, and like its big sister has so far steadfastly refused any assistance system. However: You miss the electronic helpers far less on the three-quarters of a liter Suzi than on the 1000-power hum.

On the one hand, because the brakes on the current GSX-R apply again. On the other hand – and this is much more crucial – because this 750 does not push you to the next corner with brute force, but also gives the normally gifted sports driver time to think. For example, whether 750 cubic centimeters are not enough these days. The GSX-R 750 has an answer to this question. And a very convincing one.

Bilski

As if set in stone: Suzuki’s statement on the three-quarter liter class has been around for decades.

Water-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, four valves per cylinder, six-speed gearbox, bore x stroke, 70.0 x 48.7 mm, displacement 750 cm³, rated output 110.3 kW (150 PS) at 13,200 rpm, Max. Torque 86 Nm at 11200 rpm, bridge frame made of aluminum, upside-down fork, Ø 41 mm, two-arm swing arm with upper pulls made of aluminum, double disc brake at the front, Ø 310 mm, disc brake at the rear, Ø 220 mm, tires 120/70 ZR 17, 180 / 55 ZR 17, seat height * 805 mm, weight with a full tank * 195 kg, tank capacity 17.0 liters, colors: black, blue / white, price including ancillary costs 13,330 euros.

27 years of the GSX-R 750

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Oschersleben 2000: Honda VTR 1000 SP-2 in front of Suzuki GSX-R 750 in front of Yamaha R7 in front of Kawasaki ZX-7R. At that time the GP bikes were still on the road with two-stroke engines.

She was stingy with race wins, no question about it. At least if you look at the flagship championship of this displacement class, the Superbike World Championship. Not once was it enough for the GSX-R 750 to land at the top of the championship, while Honda (RC 30, RC 45, VTR 1000 SP-2) and Yamaha (YZF-R7) sometimes offered technically completely independent homologation models and sometimes more (Honda) or sometimes less (Yamaha) were successful.

The fact that the GSX-R 750 still enjoyed an excellent superbike reputation around the world was due to its proximity to the people. Regardless of whether it is the endurance world championship, national championships or popular sport: Whenever there was a need to have a serious say with a little less financial and technical commitment, the GSX-R 750 was right at the front. No matter whether under Ernst Gschwender in the German championship or in the endurance world championship in the team of Suzuki France.

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Pictures: The super sports car from Suzuki in the three-quarter liter class

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