Motorcycle specifications Suzuki750 GSX-R 2012 Chasing the clock

it will soon be 10 years since the Suzuki 750 GSX-R became the sole representative of an extinct species: the Superbikes of the first era. In those years, when Fogarty, Roche, Polen and Kocinski made their name, people dreamed only of RC 45s, 916s, ZX-7 RRs and other competition flagships. But times changed, power spoke, and the 1000s dictated their laws.

against all odds, Suzuki continues to offer its GSX-R in ¾-liter format and to renew it. Historically, it's all to the good. In 1985, this bike was the first sportbike and created a new dimension in motorcycling. Preserving history and nurturing legends is always good for your reputation. Secondly, on the road, this displacement is always the ideal compromise, going against the grain of fashions that demand ever more watts, displacement and pride. Finally, when it comes to development, it's not all about Suzuk', because the 750 was designed at the same time as the 600 and shares many components. The engine, for example, is identical on both models - all you have to do is change the internal dimensions to differentiate the displacement, fit specific moving parts and adapt the fuel injection.

twin sisters, the GSX-Rs have been lightened considerably for 2011. The 750 loses no less than 8 kg, mainly thanks to a major overhaul of the chassis. With the frame alone (down 1,350g) and the swingarm (down 900g), the sportbike has already shed more than two kilos. The new exhaust system, more streamlined than on the previous generation, saves 1.1 kg. The rims have also been trimmed by 400g, the rear suspension by 680g, and with the new BPF fork, a further 1,040g plus a clear benefit for the front axle. And just in time, we're going to make it work. The mid-gex will definitely gain in liveliness with its weight loss and 15 mm shorter wheelbase. As for braking, Suz has swapped the Tokico brakes for Brembo monoblocs. Just enough to break your nose on the speedo. It's all new too, and almost identical to the 1000.
Yes, the 1000, which is a great inspiration for the design of the 600 / 750 GSX-R 2011. Not surprisingly, Shigeru Uchiyama, father of the big Gex, is at the helm of design for our young, dashing sports bikes.

a little sportier in its riding position, the machine retains its trademark versatility. Less extreme than the competition, yet still pleasant and lively to ride, the 7? is clearly positioned as one of the best road-going sports bikes. It no longer plays like a Superbike, a category in which it is no longer evolving, so much has it evolved into madness.
So, 150, 155, 160 hp for the 4-cylinder? No more, no less. Power remains at the 150-barrel mark. It's on the fuel consumption side that miss gex seems to have lingered, with an announced gain of 10%. New pistons, valves, injectors, camshafts and ignition. New gearbox staggering, new clutch with anti-dribble system, and revised weight distribution via an engine shifted 3° towards the swingarm axis. Clearly, the oldest Gixer hasn't used up all its cartridges yet. Will it still be able to surprise us? Pricing-wise, it's a success: this 750 costs as much as a 1000 gex K5/K6 when it first came out... Maybe we should ease up on inflation! Speed cameras are enough of a nuisance as it is.

M.B - Manufacturer's photos