For a particular model to remain in production in largely the same form for over 30 years is virtually unique in modern motorcycling. Introduced in 1985, the Suzuki GSX-R750 has undergone hundreds of detail changes, but the essential and underlying concept remains exactly the same in 2023 as at the beginning: 750cc four-cylinder engine, light, compact, powerful and nimble
Since 2011, Suzuki has largely left the GSX-R750 alone, making it look increasingly antiquated against rival models with huge, complex electronics packages, but for those who enjoy an undiluted rider-to-rider connection and the motorcycle, although it retains. Dynamic in its class, the GSX-R750 is the purest sports bike available on the market today.
10 1985 Suzuki GSX-R750F
1985 Suzuki GSX-R750, the first of the breed
It may be a common concept today, but back in 1985, the “racing replica” street motorcycle was unheard of. Until Suzuki dreamed up the GSX-R750, that is. Commonly known as the “Slab Side” due to the flat, slab-like appearance of the rear bodywork, the GSX-R750 was a street-legal replica of the GS1000R racing motorcycle. Magnesium was used to keep the weight under 400 pounds and the chassis further added to the weight reduction, being an aluminum double cradle frame.
Not wanting to add weight by making the engine completely water-cooled, the 749cc inline-four engine used a combination of oil and air cooling, and pushed out 100 horsepower and 54 pound-feet of torque for a top speed of 145 mph. It gained an immediate reputation as the must-have bike for production racing series as well as beating your friends in a Sunday morning blast. The original and the best, and now, highly collectible.
9 1988 Suzuki GSX-R750J “Slingshot”
1988 Suzuki GSX-R750 Slingshot in red and white
Four years and two interim versions: the GSX-R750G and the H with differences in details, the first major revision arrives. The name “Slingshot” comes from the Mikuni carburetors: the sliding cross-section resembled the shape of a slingshot. The engine was a new short-stroke unit, producing 112 horsepower.
The suspension was improved – with larger diameter forks – as were the brakes, wheels and styling, with twin rear mufflers and new bodywork, adding subtle curves to the rear bodywork and thus losing the side look of slab More power and a stiffer frame, but also more weight. Still a force to be reckoned with.
8 1990 Suzuki GSX-R750L
1990 Suzuki GSX-R750 in blue and white
Continuing to play with and develop the model, Suzuki returned the engine to the bore and stroke dimensions of the original “long stroke” unit as fitted to the first GSX-R750s. The first large-displacement Japanese motorcycle to be fitted with inverted (or ‘upside-down’) forks, there were also changes to the bodywork, brakes and chassis.
The exhaust reverted to a single muffler for the four-into-one and the rear tire retained a 17-inch diameter, but was made wider. Horsepower was up to 115, and while weight dropped on the immediately preceding models, it still topped the original by around 25 pounds. Reclassified as the best of the air/oil cooled models.
7 1992 Suzuki GSX-R750WN
1992 Suzuki GSX-R750 in blue and white
The first of the water-cooled GSX-R750s. The previous model, the “M” had a completely revised appearance, with a recessed headlight and lower overall bodywork and the WN (“W” for “water cooled”) continued this look. The engine was more compact and power output was up to 118 horsepower, produced 1,500 rpm lower than with the last of the air/oil cooled models. Continued revisions to the suspension and brakes, and although the frame was new, its double-cradle design was starting to look old-fashioned next to the large-section beam frames used by Kawasaki.
6 1996 Suzuki GSX-R750T SRAD
Suzuki GSX-R750 SRAD right side
The next milestone model and the first completely new model since the original. Influenced by Suzuki’s 500cc Grand Prix machinery as raced by Kevin Schwantz, the ’96 GSX-R750 finally featured a new twin aluminum frame. The engine was also completely new: more compact and lighter with magnesium used for the cylinder head, starter and clutch covers. With Suzuki Ram Air Direct (SRAD), power was up to 128 horsepower and weight, surprisingly, was back to 1985 numbers at 400 pounds. The suspension was fully adjustable and the GSX-R750 maintained its reputation for excellent handling.
5 2000 Suzuki GSX-R750Y
2000 Suzuki GSX-R750 in white and blue
After fifteen years, Suzuki was still finding ways to improve the GSX-R750. Another complete chassis, body and engine redesign. The bodywork was much more aerodynamic, the engine was again more compact and it was only the second fuel-injected GSX-R750, while the chassis frame was lighter and stiffer.
The wheels and brakes were lighter to reduce unsprung weight and the swingarm was longer for more stable handling. Power was up to 140 horsepower and 62.7 lb-ft of torque. Weight dropped to 380 pounds for the fastest, sharpest GSX-R750 yet.
4 2004 Suzuki GSX-R750 K4
2004 Suzuki GSX-R750 in blue and white
The “K” nomenclature had begun in 2001, and with the 2004 K4, Suzuki was refining the concept to increasingly impressive levels. We now share many chassis and body components with the little brother, the GSX-R600, which was first seen in 1998. Another new engine with many internal changes and now producing 147 horsepower and 64 lb-ft of torque . Thanks to the shared chassis and body, the weight, amazingly, was further reduced to 359 pounds, which was the same as the GSX-R600, even though it had about 30 more horsepower!
3 2006 Suzuki GSX-R750 K6
Modified 2006 Suzuki GSX-R750
In its 21st year of production, another series of changes. Styling is now similar to the GSX-R1000 and the engine is once again revamped, being lighter, more compact (with a new stacked transmission to shorten the entire unit) and more powerful, with nearly 150 horsepower, which at that moment he was approaching. liter bike numbers (the 2006 Honda CBR1000RR had 170 horsepower), and not too long ago, it would have been equivalent to a liter bike, pushing a still-super-light 359 lbs. The massive centralization comes into play with an exhaust muffler that exits just in front of the rear wheel. The time was coming when Suzuki would pretty much freeze development of the GSX-R750, but not yet!
2 2008 Suzuki GSX-R750 K8
2008 Suzuki GSX-R750 chassis
More styling revisions, mainly to the headlight treatment, but the biggest news was another “new” engine, this time returning to a short stroke, delivering a 15,000rpm redline, driving through a slipper clutch and now with three engine power modes. . Power and torque remain nearly the same, as does weight, despite the lighter wheels. Offsetting the weight savings in other areas was a larger 4.5-gallon gas tank and larger 320mm front discs held by Tokico calipers.
1 2011 Suzuki GSX-R750L1
2011 Suzuki GSX-R750 in blue, white and black
As of now, the final development of the GSX-R750 line, and with the model currently only available in the US, will likely be the last, which should make us all sad. The engine remained the same, albeit with better throttle response and a wider torque curve, and Showa suspension and Brembo brakes were added to the mix, along with new bodywork and a weight loss of a few kilos.
As the latest adventure, it falls short of a complete redesign, which is understandable, but as a product of a simpler era in motorcycling, where chassis dynamics and performance were considered more important than keeping up with their rivals in terms of electronic pilot. sida, deserves its place in the pantheon of great motorcycles.
