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For this redesign of the 750 GSX-R, Suzuki rolled up its sleeves in order to achieve a machine close to flawless. And when we discover it, we tell ourselves that this new Gex has something special – a scent of competition more pronounced than usual. The secret ? Technology transfer from Endurance. Both in style and design, this bike is closely derived from the one racing in the world championship..
The new reinforced frame has the same dimensions as that of the competition, increasing its rigidity by 70%. The Showa fork is attached to a sturdy steering column whose diameter has been increased. It is adjustable in compression and rebound while the Kayaba rear shock absorber is adjustable in spring pretension and also in rebound. In order to improve stability (tare of the old version), the frame is not the only one to be new. The 17 “rims are also new, in aluminum, with 3 hollow spokes and radial Michelin sheaths. The swingarm, also new, lengthens by 12 mm and stiffens by 50%. With that, the GSX-R fear no one anymore.
The efforts were substantial on the part-cycle; they are also important on the mechanics. The 4 cylinder air / oil has been completely re-visited. Its dimensions are even more super-square, its crankshaft reinforced and equipped with less inertia, its valves have grown in diameter and its intake seriously reworked. The new D.A.I.S system is a forced air inlet supplied by 2 ducts located on either side of the optics. Directly filling the air box, this principle brings fresher and denser air. The flow then passes through new 36 mm vacuum carburettors (bye bye the old Mikuni with 29 mm guillotine). Result: 112 hp for 748 cm3, more available power, usable from 4,000 rpm, and more alert revs up to 13,500 rpm. We then passed the red zone which is located at 13,000.
And to further optimize the bike, the fairing has been the subject of extensive aerodynamic studies. Dressing doesn’t just look good, it’s also effective. Air penetration improves by almost 6%, drag decreases, downforce increases … Even the mudguard is designed to optimize the evacuation of hot air. Once on board, almost nothing is surprising compared to the old 750. We can just note that the half-handlebars are a little closer to the pilot. On the track, a minimum of laps is enough to feel comfortable on this machine. It is easily placed, takes an angle without apprehension, and brakes with even more efficiency than the previous version. From the top of its 310 mm discs, the braking is at the same time very powerful, very dosable, and particularly enduring.
No time to congratulate the grip. We go back to the attack. The Suzuki reacts quickly, rushes like a bullet and laughs at the approach of difficulties. More lively than before, the bike is also tremendously more stable. Forgotten the random side of the first Gex. Version 88-89 is bluffing on this point. Titanic braking at the end of the straight line and the Suz admits a slight weakness: she stays in line but her ass wanders slightly; the shock absorber seems to be too hot and offers a bit less rigor to the rear axle. The bike comes out of the bend, the rider smiles and tightens the handle. At 4000 revs, the boiler begins to chat; it becomes stronger at 6,000 then becomes furious above 8,000. A real sensation block that spits out its 112 nags with enthusiasm.
This 750 GSX-R combines qualities. It has become precise, stable, even more powerful and beautiful. A tool of choice that seems to come straight out of Dominique Meliand’s box. More versatile and devilishly tempting against an RC 30 (fantastic on the circuit but much more exclusive), this sports car is well on its way to becoming a benchmark..
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Replaces
750 GSX-R 1988
Model marketed in
1988
1989
Performances
-
Max speed:
240 km / h -
Consumption
medium: 6.60 l
The technical aspect
Suzuki 750 GSX-R 1989
- Frame
- Frame: double cradle in square section aluminum tubes connected to forged aluminum elements
- Tank: 21 liters
- Length: 2,055 mm
- Width: 730 mm
- Height: 1,100 mm
- Wheelbase: 1,400 mm
- Dry weight: 195 kg
- Train before
- Telehydraulic fork Ø 43 mm, deb: 120 mm
- 2 discs Ø 310 mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock, deb: 136 mm
- 1 disc Ø 230 mm, 2 piston caliper
- Rear wheel:
160/60
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Air and oil cooling
- 4 carburettors Ø 36 mm
- 2 ACT
- 4 valves per cylinder
-
748 cc
(73 x 44.7 mm) -
112
ch
at 11,000 rpm -
7.20 mkg
at 9000 rpm - Weight ratio /
power
: 1.74
kg / hp - Compression: 10.9: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda VFR 750 F RC 24 1989
Kawasaki ZXR 750 STINGER H1 1989
Gallery
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