Suzuki GSX-R 750

Experience the exhilarating rush any time, any place, anywhere....

In 1985, Suzuki unleashed the GSX-R750 to the world, which would become the foundation for today’s sportbikes. With unmatched engineering feats in light weight frames and power, it made its race track debut with a stunning victory at The Le Mans 24-hour World Endurance Championships!

Commemorating Suzuki’s 2015 return to MotoGP racing, the new GSX-R750 is dressed in Suzuki Racing Blue to express Suzuki’s spirit and passion for racing.

Suzuki has remained true to the GSX-R’s original concept with continued evolution for the GSX-R750. The GSX-R750 remains the best choice for riders who appreciate a state-of-the-art 750cc engine combined with the compactness of a GSX-R600cc Supersport. When you ride a GSX-R750 you experience the breathtaking combination of outstanding race winning heritage, engine performance, crisp handling, compact size and light weight. It's a winning combination that allows any rider to experience the exhilarating rush any time, any place, anywhere.

Experience a breathtaking combination of outstanding engine performance, nimble handling, compact size and light weight. Experience the GSX-R750 - the latest version of The Original GSX-R, the best choice for riders who appreciate a state-of-the-art 750cm?3 engine combined with the compactness of a 600cm3 Supersport.

The Perfect Balance:
Reflecting the GSX-R concept of always being The Top Performer, the GSX-R750 is as compact as a 600cc machine for improved acceleration, handling, cornering and braking.

BREMBO Monoblock Radial Mount Calipers:
Provide more powerful and consistent braking with greater rigidity for better rider feedback. Reduced
unsprung weight provides even better suspension performance.

SHOWA Big Piston Forks (BPF):
Quicker reacting with improved damping and more controlled compression under hard braking. Provides enhanced grip and rider feedback with more controlled weight transfer for a better turn in.

Race-Proven Slipper Clutch:
Improves rear tyre grip and stability when approaching bends, by reducing the pressure on the clutch pack under hard deceleration.

Suzuki Drive Mode Selector:
Two separate performance settings give instant control over the power delivery to suit different sections of the road or track.

Allows you to ride in the position that suits you best, providing greater comfort, control and reduces fatigue.
3-way adjustable footpegs, adjustable shift lever, and short fuel tank help compose a comfortable riding position.

Compact, lightweight instrument cluster with a built-in lap timer/stopwatch and programmable engine rpm indicators.

Analog tachometer. LCD readouts include speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.

Engine Features
A 750cc, four-cylinder engine with a race-proven oversquare bore/stroke ratio provides exceptionally potent, high-revving performance.

Engine utilizes forged pistons, shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes for outstanding engine performance.

Class leading Suzuki Dual Throttle Valve (SDTV) fuel injection system includes fine-spray 8-hole injectors, providing improved fuel atomization contributing to more complete combustion in the cylinder.

Advanced, MotoGP-developed transistorized ignition control circuit helps maintain more precise spark timing across the range of engine temperature.Lightweight, durable forged pistons are designed with the Finite Element Method (FEM) and fatigue analysis technology and optimized camshaft profiles was developed using proven MotoGP racing technology.

A 4-into-1 stainless-steel exhaust system features a titanium muffler, which carries a Suzuki Exhaust Tuning (SET) valve. The system maximizes torque and improves throttle response, especially in the low-to-mid RPM range.

Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal preference.

Suzuki Composite Electrochemical Material (SCEM) plated cylinders integrated into the upper crankcase helps reduce friction, improve heat transfer, increase durability and provide better ring seal.

Transmission Features
A six-speed close-ratio transmission features vertically staggered shafts to reduce overall engine length.

Race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.
Chassis Features
Race-developed, lightweight 41mm Showa Big Piston front-Fork (BPF) delivers superb feedback and consistent performance.

A lightweight and compact twin-spar aluminum cradle frame is made of five cast sections and features a cast swingarm.

An electronically controlled steering damper provides lighter steering at lower speeds and more damping force at racetrack and highway speeds.

Front brakes feature fully floating 310mm discs and radial-mounted, four-piston Brembo monoblock calipers

A single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.

Suspension
3-way adjustable footpegs, adjustable shift lever, and short fuel tank help with a comfortable riding position.

Compact, lightweight instrument cluster with a built-in lap timer/stopwatch and programmable engine rpm indicators.

Analog tachometer. LCD readouts include speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.

12-month limited warranty.

Review

Does a middleweight sportbike powered by a carbureted, air/oil-cooled engine with a claimed 106 crank horsepower spinning a slim 140 x 70/18 rear tire sound exciting? If it was 1985, and the above mystery bike’s color scheme is blue and white, then it was the Suzuki GSX-R750 that would’ve had you geeked.
A Gixxer 750 with 106 ponies. How times have changed.
The GSX-R750 – arguably the bike that started the replica racer revolution – marked its 25th anniversary in 2010. Oddly, Suzuki decided to celebrate the noteworthy birthday last year by creating a limited edition GSX-R1000, designated by little more than special paint and “25th Anniversary Edition” on the mufflers and wheel rim striping.

For us in the States, 1986 was the first time we could zip down the road on a Gixxer, so this year is something of an unofficial 25th anniversary for the 750 in America. Thankfully, we at least have an upgraded and lighter weight GSX-R750 in 2011 to celebrate with – even if we’re the only ones partying. The 2011 GSX-R750: The Sixxer’s Burlier Twin Brother Suzuki revised the 750 and 600 at the same time, with the 750 getting virtually all the goodies with which the 600 was endowed. F

The bigger Gixxer’s engine, like the 600’s, now has pentagonal ventilation holes to help reduce power losses from crankcase pressure. Additional shared updates include revised cam profiles, hardened connecting rods, improved crank pin bearing and new starter motor. Otherwise, the 750’s engine is mostly the same as the previous model.

Visually, it’s difficult to discern between a 600 and 750. Key but subtle indicators you’re looking at a GSX-R750 are black wheels (white on the 600), slightly less busy decal scheme on the Blue/White color, and the number 750 on the tail section. Beyond that, good luck picking out a 750 in a crowd of GSX-R600s.

It’s been a few years since I last rode a GSX-R750, but blitzing through the first lap on the Barber Motorsports Park road course, the bigger Gixxer’s extra displacement made it clear I was no longer on the 600. With a claimed 148 hp and 20 fewer pounds to hustle around this year, the 750’s meaty mid-range is especially appreciable when digging out of slower-speed corners. In the GSX-R600 review I said the supersport’s newfound mid-range torque allows a rider to sometimes run one gear higher than he or she might normally when exiting turns. The 750’s extra grunt leaves little question as to whether or not it can pull the higher gear on corner exit.

Lots of folks subscribe to the mantra that there’s no replacement for displacement. While there’s some credence to that philosophy, the Gixxer 750 does have something of a hidden liability within its engine – especially notable when ridden back-to-back against the GSX-R600. Although the 750’s curb weight is a scant 7.0 pounds more than the 600’s 412-pound ready-to-ride weight, the 750’s few extra pounds are found mostly in its engine, according to Suzuki staff.

“Big whoop,” you say, “who could tell the difference?” You’re right. You probably couldn’t sense the narrow gap in wet weights – except when the 750’s mill is revving and spinning. Through the magic of physics the 750’s unfortunate but nevertheless necessary extra pounds are noticeably magnified, as they’re not static pounds, but instead are manifest as rotating mass of the crank.
Along with the 750’s additional rotating weight that compels it to keep moving forward in a straight line, its BPF (Big Piston Fork) also has firmer compression damping settings than what the 600’s BPF uses. This heavier, firmer, combination means the 750 doesn’t necessarily flick in to turns with the same feathery steering compliance found in the GSX-R600.

The 750’s handling, despite the heavier steering effort, is still a strong weapon in this bike’s arsenal. Overall chassis stability and suspension feedback on the 750 are also are quite good, just as on the 600.
Suzuki’s rider-selectable engine mapping (S-DMS) is also updated on the 750, now consisting of just A and B modes. Just as Suzuki widened the gap in power between the two settings on the supersport 600, with B mode a tick softer than C mode in the previous S-DMS, the same principle was applied to the 2011 750.
However, the new 750’s power delivery in B mode is considerably softer than what C mode delivered on the previous model according to power graph overlays provided by Suzuki. Regardless, the new 750’s B mode is likely still more powerful, if even by a few horsepower, when compared to 600’s full power setting.

Conclusion
The 750cc supersport class is held captive by the Gixxer, as no other manufacturer produces a sporting, race-derived machine with an inline-Four in this displacement. The Gixxer 750 remains a lonely king. Now that I’ve ridden both the 600 and 750 ‘round the racetrack, the 600 better suits my tastes for track time – primarily for its lighter-effort steering.

Source Motorcycle.com