Click here for an VINData Motorcycle History Report on this 2002 Suzuki GSX-R750. Additional photos 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.
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.
2000 was a year of big upgrades for both performance and styling. The engine featured 12° intake valves and 13° exhaust valves, both one degree narrower for a more compact combustion area, enabling remarkably high 12.0 compression ratio. The mill also became 15mm shorter in length, 8mm narrower in width, and 11 pounds lighter. The fuel injection system was redesigned, the rear rim went back to 5.5″, and the upper crankcase and cylinders were cast as one unit which increased the strength and decreased the weight. The chassis became 30mm lower, got a 20mm longer swingarm, and new four-piston brakes replaced the six-piston unit up front. This bike was lighter, stronger, and faster, and was sometimes referred to as the Superman bike because of the headlight shape.
The seller states that he recently changed the oil, replaced the battery, and installed new tires.