Suzuki GSX-R750T
Suzuki's fast and light original GSX-R750 had become the first modern race replica on its release in 1985. But although the 16-valve machine had been updated several times in follow ing years, by the middle of the following decade it had become heavier and less competitive, and the GSX-R initials had lost their sparkle. Then, in 1996. Suzuki struck back in fine style with an all-new GSX-R that was lean, mean and shared the original model's no-compromise approach.
Simple statistics gave an indication of the new bike's fearsome performance. The GSX-R750T's peak power output of 126bhp matched that of Honda's CBR900RR and far exceeded all other 750s. The Suzuki weighed just 395lb (l 79kg). making it lighter than every 600cc four, let alone machines of similar capacity. It had the same steering geometry and wheelbase as Suzuki’s RGV500 grand prix bike.
This motor's dramatically increased power output and reduced size and wreight required some major modifications, notably the adoption of a ram- air intake system. Internal changes to the 749cc, 16-valve, liquid-cooled engine (Suzuki had dropped the original oil-cooled engine design four years earlier) included more oversquare cylinder dimensions, the camchain moved to the end of the crankshaft, cylinders set closer together, and numerous parts shrunk, lightened or both.
The frame was all new: a conventional twin- beam aluminium construction instead of the traditional, but taller and less rigid. GSX-R design. Despite its neat styling and distinctively swoopy tail-section, this made the Suzuki look rather ordinary - but riding it soon dispelled that idea. Even at a standstill the bike felt outrageously light and manoeuvrable. Once under way, the ultra- responsive GSX-R could be flicked into corners with astonishing speed and precision.
Almost inevitably the ultra-short, light Suzuki could feel twitchy when accelerating hard over bumps. But its high-speed stability was generally very good, thanks to the frame’s rigidity and the control provided by sophisticated, multi-adjustable upside-down forks and monoshock. Fat radial rubber gave massive grip. The front brake combination of big twin discs and six-piston calipers, although rather wooden in town, was phenomenally powerful at speed.
And the GSX-R750’s rider certainly got to see plenty of speed. The engine thrived on revs, requiring frequent use of the six-speed gearbox to give of its best. Provided the rev-counter needle was kept close to the I3.5()()rpm red-line, the Suzuki provided searing acceleration towards a top speed of about I60mph (257km/h). Although there was nothing like as much performance available at lower revs, for such a single-minded machine the GSX-R was reasonably tractable.
Not everyone was initially pleased to see the new bike. Some hardcore GSX-R750 enthusiasts felt that it was not a true GSX-R: that by abandoning the original format of oil-cooled motor and cradle frame Suzuki had lost too many essential ingredients. Such doubts were normally very quickly forgotten once the new bike w as ridden. Even the shortest of journeys was enough to confirm that this was every bit a true GSX-R750: super-fast, supremely agile and absolutely crazy.
The all-conquering 1996 GSX-R750 had none of the distin R igltt: Race-derived features included a sleek fairing and large tailpiece to aid aerodynamics; a heelbase identical to that ' Suzuki's RGV500 grand ' /v missile; and a dry zht of3951b < 179kg) made this bike only 71b z heavier than the sl\ featherweight
Straight-line performance was superb due to the GSX-R's light weight and revamped 126bhp engine, boosted by a ram-air system fed via slots in the fairing nose.
Suzuki s long-awaited twin-spar aluminium frame used extruded spars and cast swingarm pivot sections, had very steep geometry, and was stiff enough to give brilliant handling.
Revvier Still: the GSX-R600
Even the GSX-R750 seemed almost laid-back and sensible compared to the GSX- R600 that Suzuki released in 1997. Closely based on its big brother, the 599cc four produced 104bhp at a sky-high 12,000rpm, was even lighter at 384lb (174kg) and kept almost all its performance between 10,000rpm and the 13,500rpm redline. In typical GSX-R style it was the sportiest and most focused middleweight on the market, with a top speed of 155mph (249km/h), brilliant handling and very little in the way of comfort or compromise.
Specification Suzuki GSX-R750T (1996)
- Engine Liquid-cooled dohc 16-valve four
- Capacity 749cc (72 x 46mm)
- Maximum power 126bhp@ 11,600rpm
- Transmission Six-speed, chain final drive
- Frame Aluminium twin spar
- Suspension Telescopic front; monoshock rear
- Brakes Twin discs front; disc rear
- Weight 395lb (179kg)
- Top speed 160mph (257km/h)
0 comments: