Motorcycle specifications Suzuki750 GSX-R 1988 Evolution of a super sport

for this redesign of the 750 GSX-R, Suzuki rolled up its sleeves to achieve a machine that's close to flawless. And when you see it, you know there's something special about this new Gex - a more pronounced competitive flavour than usual. The secret? The transfer of technology from endurance racing. Both in style and design, this bike is closely derived from its World Championship counterpart.

the new reinforced frame uses the same dimensions as the competition frame, increasing rigidity by 70%. The Showa fork is attached to a solid steering column whose diameter has been increased. It is adjustable for compression and rebound, while the Kayaba rear shock is adjustable for spring preload and rebound. It's not just the frame that has been redesigned to improve stability (a problem with the old version). The 17" wheels are also new, in aluminum, with 3 hollow spokes and Michelin radials, while the swingarm, also new, is 12 mm longer and 50% stiffer. With this, the GSX-R no longer fears anyone.
The efforts made on the chassis have been substantial, as have been those on the mechanical side. The 4-cylinder air/oil engine has been completely revamped. Its dimensions are even more super-square, its crankshaft reinforced and equipped with less inertia, its valves enlarged in diameter and its intake seriously reworked. The new D.A.I.S system is a forced-air intake system fed by 2 ducts located on either side of the headlamps. Feeding directly into the airbox, this principle provides fresher, denser air. The flow then passes through new 36 mm vacuum carburetors (bye bye the old 29 mm Mikuni sash carburetors). The result: 112 hp for 748 cm3, more available power, usable from 4,000 rpm, and more alert revs up to 13,500 rpm. At 13,000 rpm, we're well past the red zone.

and to further optimize the bike, the fairing has been the subject of advanced aerodynamic studies. Not only is the fairing beautiful, it's also efficient. Air penetration is improved by almost 6%, drag is reduced, downforce is increased... Even the mudguard is designed to optimize the evacuation of hot air. Once you're on board, there's virtually nothing to surprise you compared to the old 750, except that the half-guidelines have been moved a little closer to the rider. On the track, you only need a few laps to feel at ease on this machine. It's easy to position, takes corners without apprehension, and brakes even more effectively than its predecessor. With its 310 mm discs, braking is at once very powerful, very controllable and particularly long-lasting.

no time to congratulate the handle. We're back on the attack. The Suzuki reacts quickly, goes like a bullet and laughs as it approaches difficulties. Sharper than before, the bike is also tremendously more stable. Forget the randomness of early Gex bikes. The 88 version is a real winner in this respect. A titanic braking maneuver at the end of the straight and the Suz admits to a slight weakness: it stays well in line, but its rear end wanders slightly; the shock absorber seems to be too hot and offers a little less rigor to the rear axle. The bike pulls out of the bend, the rider smiles and screws on the throttle. At 4,000 rpm, the boiler starts to chatter; it gets stronger at 6,000 and then becomes furious above 8,000. A real thrill-seeker, spitting out its 112 horsepower with gusto.

this new 750 GSX-R is an all-rounder. It has become precise, stable, even more powerful and beautiful. A tool of choice that seems to have come straight from Dominique Méliand's box. More versatile and devilishly tempting than the RC 30 (fantastic on the track, but much more exclusive), this sports bike is well on its way to becoming a benchmark.

M.B
(inspired by Moto-journal - internet photos)