Additional photos of this Suzuki GSX-R750 are available here for your perusal.
In 1986, Suzuki set the new standard in the sport bike class with the release of the first GSX-R750. 35 years later the GSX-R750 is not only still in production, it is the only 750 supersport being sold new today, adding to its storied history as one of the most successful motorcycles of all time. The formula was simple, a larger and more powerful 750 cc engine shoehorned into a 600 cc class chassis offering light weight and excellent handling. Ten years after its introduction, time and the competition from other brands had caught up with Suzuki and the bike was due for a major refresh. So, for the 1996 GSX-R750, Suzuki heavily revamped the model, delivering a host of features – many of which were derived from the firm’s factory race bikes.
Starting with the frame, the engineers in Hamamatsu abandoned the aluminum double-cradle chassis for the first time since the introduction of the Gixxer, bestowing the 1996 version with a new twin-spar structure based on the RGV GP racer of the day. The new frame was paired with updated fully-adjustable suspension comprised of 43mm inverted Showa forks up front and a monoshock out back. Slowing the 750 was a set of six-piston Tokico calipers chomping down on 320mm discs.
The new Gixxer’s power plant also underwent a complete redesign. The new engine featured a side cam chain, SCEM (Silicon Carbide Electro-Plate) cylinder, and the model’s namesake SRAD (Suzuki Ram Air Direct) induction system and electronically-controlled 39mm BDSR carbs. The most compact and lightweight inline-four in its class, the redesigned engine was able to shirk a good deal of weight via the use of new magnesium cylinder head, starter motor, and clutch covers.
On top of the new engine and frame, the ’96 GSX-R also got all-new wind-tunnel-developed bodywork inspired by Kevin Schwantz’s RG500 GP mount. While its improved 130.2hp output, revised chassis, and sleek new appearance were definitely of note, the biggest highlight of the updated model was undoubtedly its weight; a svelte 453 lbs fully fueled and ready-to-go. That not only made it 50 lbs lighter than the outgoing model but also placed it in the same ballpark as the 600 class while boasting more peak power than Honda’s CBR900RR.
Two years later, Suzuki released another significant model update in ’98. That year the Gixxer 750 got new cams, lightened internals, a larger air-box with an electronic flapper-valve, CDI ignition coils were added to the mix, gearbox ratios revised, and the biggest change for that year: the addition of electronic fuel injection and 46mm throttle bodies with one injector per cylinder. A steering damper also became a standard amenity and a handful of new graphics packages were introduced.
The changes resulted in the GSX-R’s now-fuel-injected liquid-cooled, 749cc, DOHC, 16V, inline-four engine to produce 60.5 ft-lbs of torque at 10,300rpm and 134hp at 12,000rpm, (1,500rpm short of red-line). Tipping the scales at just 394lbs dry — almost 75lbs lighter than Kawasaki’s ZX-7R — the ’98 Gixxer could fire off standing quarter-mile runs in under 11-seconds and reach a top speed of around 165mph. In 1999, Suzuki gave the iconic model a wider six-inch rear rim, as well as some new livery options, though the bike pretty much remained the same.
Always more than a capable weekend canyon carver or trackday tool, the 1999 GSX-R750 was also a potent race weapon, and this particular Gixxer was Damon Buckmaster’s 1999 “A” bike from the AMA 750 Supersport season. (VIN: JS1GR7DA4X2100143)
The current owner purchased the bike approximately three years ago from MotoGP Werks in Anaheim, California with the intention of fielding it in WERA V7 and AHRMA Nextgen2 races but has not had the time to devote to club racing. The owner says only 20 laps around Roebling Road Raceway have been put on the bike during his ownership.
Modifications: From the seller: “Bike has been completely gone through, race prepped, and tuned for pump gas. 100% ready to race. Brakes have been updated with an Accossato master cylinder, Core Moto lines, and brand new OEM calipers. Wheels have been replaced with Magnesium racing wheels. Suspension has been serviced by Ohlins USA and sprung for a 200lb rider.”
“Replaced the original tank, bodywork, wheels, brakes, Yoshimura rear-sets, top clamp, and clip-ons with ones that are replaceable. All take-offs are included in the auction.”