Winning is never easy. The Gsx R 750 just makes it look that way. Maybe that's why racers commonly refer to the 750 production class as the Gsx R class. Because if you're looking for the ultimate 750 sport bike, you can stop looking right here: meet the 1989 Gsx R 750. With its DOHC, 16 valve, TSCC engine featuring Suzuki's Advanced Cooling Systern, the Gsx R 750 makes every ride an adventure beyond words.
The perfect balance ol user-friendly power and handling
On the street, you need broad, easy to use power, so the 1989 Gsx R 750 delivers plenty of low and mid range torque, thanks in part to an intake system that pulls cool, dense air through the fairing, and routes it directly to the large capacity airbox. Four big 36mm Slingshot carbs equipped with lightweight slides deliver quick, crisp throttle response. With a light flywheel and short, slipper type pistons titled with thin, low-friction rings, the short stroke Gsx R 750 engine revs quickly lo its 13,000 rpm redline.
To fully exploit this engine, the Gsx R 750 uses a sophisticated aluminum alloy frame. Made from cast and extruded aluminum, this frame uses straight wall square tubing and a massive steering head for exceptional torsional rigidity.
Up front, the Gsx R 750 wears a racing- designed 43mm fork that's light, yet rigid. The fork's special cartridge damping system separates air and oil for smoother, more consistent response, and offers a fully adjustable spring as well as 10 separate compression and 8 rebound damping set tings to choose from. The Full Floater rear suspension is also adjustable and connects to a light, yet rigid box-section aluminum swingarm.
Best of all the Gsx R's chassis makes this Gsx R 750 as low and compact as most 600 class machines. Lightweight, hollow spoked, 17-inch wheels spinning on strong chrome-moly axles contribute to the Gsx R 750's low center of gravity. And Michelin high performance radials, based on Michelin's racing tires, keep the Gsx R hug ging the road.
Experience race-proven aerodynamics
All of this is encased in an aerodynamic Formula-One fairing designed in a wind tunnel and proven on the racetrack to increase downforce and reduce drag. The swingarm-mounted rear fender smooths air-flow and increases cooling efficiency by allowing air to flow through the engine bay and out under the tail section.
The Gsx R 750 1989. For sport riders who take their fun seriously.
Racing. The ultimate test of tech technology. For the past three years, Suzuki's Gsx R 750 and Gsx R 1100 have taken the measure of the competition. And the competition hasn't measured up.
Designed with technology from Suzuki's World Championship Endurance machines, the first Gsx Rs immediately established themselves as an unfair advantage on racetracks the world over. Gsx Rs have won more 750 and open stock production races than any of the competition. They have dominated AMA Supersport racing and won the coveted AMA Superbike Manufacturers' Championship. Gsx Rs have won an unprecedented number of U S. Endurance races, in addition to winning the prestigious World Endurance Championship No matter where Gsx Rs race, they always end up in the same place: the winners' circle
The results of superior technology
At Suzuki, we believe superior technology produces superior results. On the track. And on the street. That’s why we've applied the racing technology used to win these hard fought battles directly into the 1989 Gsx R 750 and Gsx R 1100, the ultimate performance bikes for the street. Of course, we had to make some concessions to street riding. Like turn indicators, mirrors. and full instrumentation.
What explains the phenomenal success of the Gsx Rs? In a word: innovation.
Unlike conventional motorcycles, the Gsx Rs are very light.. It’s a matter of physics. Acceleration is force divided by mass. To improve acceleration. Suzuki engineers not only increased force, they also drastically reduced mass - an innovative approach to high-performance. As a result, the Gsx R 750 and Gsx R 1100 weigh considerably less than their competitors, which not only gives the Gsx Rs an advantage in acceleration, it also makes the Gsx Rs handle like no other motorcycles in the world.
To help reduce weight, the Gsx Rs use the revolutionary Suzuki Advanced Cooling System (SACS). Combined with air-cooling, this system uses a gray gun coating on the engine surface to dissipate heat, and a large-volume, separate oil flow system to carry engine heat to an aluminum oil cooler. Oil-cooling results in tower engine temperatures compared to air-cooling alone, and is far lighter than competing water cooling systems. SACS also allows our engineers to reduce the reciprocating weight of internal engine components for quicker response while maintaining the reliability Gsx Rs are famous for.
The Gsx Rs' high-revving. DOHC engines breathe through a sophisticated air management system. This system draws cool dense air through the fairing and right frame rail into the airbox, where it passes through a low-restriction filter and long velocity stacks to Suzuki's Slingshot carburetors.
These carbs use a half round, half flat slide to increase air flow, and the slide's light weight provides greatly improved throttle action. Suzuki's Direct Air Intake System increases the downdraft effect of the intake ports, giving the incoming fuel charge a smooth, high velocity shot into Twin Swirl Combustion Chambers for increased torque from idle to redline.
State of the art chassis technology
Both Gsx Rs harness their power with a revolutionary race-proven aluminum chassis. Introduced on the Gsx R 750 last year and adapted to the Gsx R 1100 for 1989, this chassis is made of cast and extruded aluminum alloy, combining exceptional rigidity with light weight and a low center of gravity. With wide, 17-inch radial tires based on Michelin's racing radials, and a suspension system with more adjustability than anything on the street, the Gsx R chassis provides handling response that must be experienced to be believed.
For that extra touch of superiority, the Gsx Rs feature huge 310mm (12.2 inch) floating front disc brakes, and a single disc in the rear. Racing designed four-piston calipers use 30mm leading and 34mm trailing pistons to produce even pad wear, and the kind of braking action racers have come to rely on.
The 1989 Gsx R 750 and 1989 Gsx R 1100. If the competition thought it was tough measuring up before, we've got bad news for them. The gap just got a lot bigger.