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Suzuki GSX-R750s that rocked the world

Published: 21 April 2010

Updated: 19 November 2014

There's something quite regal about a Silver Jubilee, so it's fitting that the undisputed king of sports bikes - the Suzuki GSX-R750 - celebrates its 25th birthday this year. It still lives on and is as great now as it was in 1985.       

Read the full 6-page feature on 25 years of the GSX-R750 in this week's MCN, on sale 21 April 2010.

To celebrate, we take a look back at the GSX-R750s that rocked the world:       
 

1985 GSX-R750F

1985 Suzuki GSX-R750F - 106bhp
Suzuki invented the race replica with the ‘slab-sided’ GSX-R750. A powerful oil-cooled engine wrapped in a lightweight aluminium chassis gave electrifying performance and handling. Its endurance-race styling was captivating. Compared to its rivals of the day (FZ750, GPZ750R and VF750F) it was like a factory superbike.

 

1988 GSX-R750J

1988 Suzuki GSX-R750J - 112bhp
The short-stroke ‘Slingshot’ was faster, had more power and new styling. With Michelin Radial shod 17” wheels and a stiffer frame, it had all the ingredients to be a winner, but it was too heavy, had poor ground clearance and loved to tank-slap. Honda’s more expensive new RC30 relegated it into second place for serious racers.

 

1990 GSX-R750L

1990 GSX-R750L - 114bhp
Fitted with the long-stroke engine from the previous year’s RR homologation special, the ‘L’ had more grunt and slightly more power. Twin exhausts were changed to a 4-1 system and it came with upside forks, the first time on a mainstream Japanese superbike. It also had a fatter rear wheel and  remote reservoir shock.

 

1992 GSX-R750WN

1992 GSX-R750WN - 118bhp
The now fat, shell-suit-wearing GSX-R750 enters its Elvis years. The engine was now liquid and oil-cooled for the first time, which was up 4bhp. There was also a new aluminium cradle chassis and revised styling. The nail in its coffin was the new Honda FireBlade and a year later, Yamaha’s YZF750.

 

1996 GSX-R750T

1996 GSX-R750T - 129bhp
Back on track, the new ‘SRAD’ (Suzuki Ram Air Direct system) goes on an industrial diet, makes lots more power and shares its dimensions with the RGV500 Grand Prix bike. For the first time it has a twin spar aluminium frame to match its rivals. The SRAD gets fuel injection for the first time in 1998.

 

2000 GSX-R750Y

2000 GSX-R750Y - 140bhp
Starting the new millennium with a bang, the GSX-R750 is lighter, more powerful and shaper than ever. From now on it will crack a true 175mph, even more in favourable conditions. With the ZX-7R finally dying away in 2003, the GSX-R750 becomes the only 750cc race replica you can buy. The ‘Y’ turns into the K1, K2 and K3 – same bike, different colours. 

 

2004 GSX-R750K4

2004 GSX-R750K4 - 146bhp
Weighing just 163kg dry, the restyled K4 (along with the K6) is the lightest GSX-R750 past or present. Sharing a lightweight chassis and cycle parts with the GSX-R600, the 750 is now basically a 600 with a bigger, gruntier motor. Bells and whistles include new radial brakes, lightweight pistons and titanium inlet valves. 

 

2006 GSX-R750K6

2006 GSX-R750K6 - 148bhp
As Suzuki tweaks and hones its GSX-R600 for World Supersport racing, so the almost identical GSX-R750 benefits as a result. The new motor is now a true 750cc, up one cc and comes with a slipper clutch for the first time. There’s a stubby MotoGP-inspired exhaust can, three-way adjustable footpegs and the shock has high and low-speed compression damping.  

 

2008 GSX-R750K8

2008 GSX-R750K8 - 150bhp
The 2008-model GSX-R750 didn’t undergo major changes, Suzuki made it smoother and friendlier to live with. This included a three-way power mode switch, with two reduced power modes for tricky conditions, which is more gimmick than useful. This model remained unchanged for last year’s K9 model and for the current bike, not the K10, but now called the L0.  

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