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What can we say to introduce the GSX-R 750 which has not already been said elsewhere, so much has this bike become a benchmark. The GSX-R 750 is a revolution on its own; a leap forward in the arms race; a pure juice tracker that a genius (or a lucky one) would have equipped for the road.
The GSX-R 750 has been the benchmark, the immortal myth for several decades. None of its supersport competition from the early days survived it; Exit the VF-F, the RC 30, RC 45, the FZ, FZR, YZF 750, the GPZ-R, ZXR, ZX7-R … The 750 Suzuki super sports car exhausted its competitors to the point that they preferred to quit the segment and refer to the 600 and 1000cc.
Admittedly, the introduction is excessive and not very objective, the disappearance of the 750cc is surely due much more to the evolutions of the regulations of the endurance competitions than to the superiority of the GSX-R. But we have to admit that the firm of Hamamatsu has imposed its style in a beautiful way on this segment of 750cc supersports. So much so, that the brand could not bring itself to abandon this displacement and offered for a third of a century a GSX-R 750 in its catalog, more than 30 years after its first presentation in September 1984 at the Salon de Cologne (IFMA). This resistance shows the importance of this model in the history of Suzuki.
Because many Suzuki models have received genes from this bike: sports (the GSX-R family), road (the GSX-F family, the GSX-G), roadsters (the GSX-S families and the GSF Bandit the engine of the super sports car and for the first 600 Bandit, a frame somewhat reminiscent of the shape of the first GSX-R frames).
A model of this caliber deserved a few pages in the “old motorcycles” section..
The first GSX-R 750 model was therefore presented in September 1984 at the Cologne Motorcycle Show. Just as the Yamaha RDLC350 was able to do in its time, the GSX-R – extreme as a motorcycle has never been – marks a new milestone in the field of sportiness..
The engineers seem to have taken into account only one constraint: efficiency. And everything in the design of the machine seems to start from this idea.
Thus, the engine innovates but does not revolutionize the genre. Suzuki has simply taken the best of today’s technologies and adapted them in its own way. The engine, 4 cylinders short stroke (70 mm x 48.7 mm) therefore receives a cylinder head with double camshaft actuating 16 valves..
Some competitors (Honda with its VF-F, Kawasaki with the GPZ and Yamaha with its FZ which will arrive shortly after the GSX-R) have opted for liquid cooling, much more efficient than the traditional fins of air-cooled engines. However, this technology has the drawback of being more handicapping in terms of weight than air cooling. Liquid and bulky radiators weigh heavily on the scale.
On the other hand, this new unit, whose power must reach 100 horses (this point is part of the specifications imposed on engineers), cannot be satisfied with simple air cooling. Suzuki therefore opts for an original solution called Suzuki Advance Cooled System, from which the name of SACS engines will come. This system uses engine oil as the coolant. The engine thus keeps its cooling fins and adds a smaller radiator than those used for water cooling. Engine manufacturers thus save weight on the fluid and the radiator. The quantity of engine oil is greater than on a conventional engine, but this is all the better for mechanical reliability (the longevity of this type of engine is proof of this).
The SACS solution is surely one of the most rational solutions of this bike; providing greater efficiency while remaining simple in design.
And if Suzuki has succeeded gained a certain number of kilos with its engine; the cycle part is not left out. The objective here is to offer a motorcycle whose weight would be 20% less than the competition. Suzuki taking 220kg as reference weight (which is a realistic basis for the time), it imposes on its design engineers a weight contained at 176 kg.
In order not to cross this bar, the frame / swingarm assembly is made of aluminum. This is common in competition, but few production motorcycles benefit from it. With barely 8kg, the frame reaches new heights of lightness.
With a short wheelbase (1425 mm), narrow tires (110 / 80-18 at the front and 140 / 70-18 at the rear) and this low weight, the GSX-R shows great maneuverability and of a fiery temperament. The perfectible rigidity of the frame and the sometimes excessive reactivity of this first generation will also lead the brand to modify, from 1986, the oscillating arm (lengthening of 30 mm) in order to bring a little more stability. It will also gain in 1987 some improvements taken from the GSX-R 750R model of 1986 (kind of competitor halfway between the road version and the track version).
Incidentally, the GSX-R brakes hard, very hard. Suzuki communicates on what he calls a stripper system, with at the front a double 300 mm disc fitted with 2 4-piston calipers and a single 280 mm disc and 2-piston caliper; enough to tear strips of bitumen when it comes to stopping the 176 kg of the machine.
The combination of this engine and an extremely playful cycle part makes it an impressive motorcycle. Not much more efficient than the Yamaha FZ750 and its modern 4-cylinder, it is however rougher, more demonstrative; a kind of beast that the pilot must tame.
The sensations are breathtaking and the new accelerates, brakes and twirls like rarely a production bike does before it, even if it takes some experience to control its sometimes brutal reactions. The GSX-R 750 is in no way a utility that lets itself be driven nicely.
When it was marketed in France, the importer made available in the concessions a brochure which read: “Born to be a legend”. And if this slogan was perhaps not yet obvious, it summarized quite well the impression both of the bikers who came to see it in the window of the concessions, as of those who had the chance to ride with it..
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Model marketed in
1985
1986
1987
Performances
-
Max speed:
about 240 km / h
The technical aspect
Suzuki 750 GSX-R 1985
- Frame
- Frame: aluminum spars
- Tank: 19 liters
- Seat height: 755 mm
- Length: 2,130 mm
- Width: 620 mm
- Height: 1,200 mm
- Wheelbase: 1,425 mm
- Dry weight: 176 kg
- Weight in running order: 200 kg
- Train before
- Telehydraulic fork Ø 41 mm, deb: 130 mm
- 2 discs Ø 300 mm, 4 piston calipers
- Front wheel:
110/80
– 18
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 127 mm
- 1 disc Ø 280 mm, 1 piston caliper
- Rear wheel:
140/70
– 18
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: mixed air / oil
- 4 carburettors Ø 29 mm
- 2 ACT
- 4 valves per cylinder
-
749 cc
(70 x 48.7 mm) -
100
ch
at 10,500 rpm -
7.20 mkg
at 8000 rpm - Weight ratio /
power
: 1.76
kg / hp - Compression: 9.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Yamaha FZ 750 1985
Honda CBX 750 F 1985
Gallery
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