Additional photos of this 1999 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. A decade later, however, and Suzuki’s competitors had caught up, and the once-mighty Gixxer started looking increasingly long in the tooth. 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.
Today we’re offering a beautiful GSX-R750 SRAD (VIN: JS1GR7DAXX2100194) in the iconic white and blue race livery in Houston, Texas. Currently, on its third owner, this 1999 example is in excellent mechanical condition with 18,804 original miles on the clock.
Since leaving the factory two decades-ago, this SRAD specimen has always been stored indoors. It is in good cosmetic shape with only a few superficial imperfections such as scratches on the left side of the tail, right rear edge of the cowl, and the wheels. There is also a twisted decal under a mounting bolt on the top of the right fairing, and wear on the left engine cover. Photos of all known issues are included in the album up top.
Two months and only 10 miles ago, this bike was given new Suzuki oil and air filters, an oil change with ECSTAR R9000 full synthetic 10W-40 oil, a coolant flush with ECSTAR SP-3H coolant, RK 525XSO chain, JT Sprockets (-1 front/+2 rear, now 15/46), and a EBC rear brake rotor plus pads. When the seller acquired this Suzuki from a California-based collector, it was equipped with a full Hindle titanium exhaust (headers and pipe). The seller replaced them with OEM headers and a period-correct Yoshimura RS-3 exhaust.
Though the seller has kept his mileage on the bike to a minimum, he ensures that it is road ready as he starts it 2-3 times a week (it has a new battery) and keeps the fuel fresh with Sunoco GT104 (non-ethanol). His one note if you want to ride it on the street or track is that the front tire is from 2013 and the rear is from 2014. The tires look to be in excellent condition but he won’t ride anything with tires over 5 years old, hence the recommendation. There’s a certain charm to the bulbous bodywork of the turn-of-the-millennium Gixxers, and it has the benefit of over a decade of advancements. This ’99 Gixxer 750 is a final-year example of the highly-sought-after “SRAD” model.