Additional photos of this 1991 Suzuki GSX-R750 are available here for your perusal.
In 1982, Suzuki began development of what would become a total game-changer of a sportbike and the first bonafide Japanese race-replica. Dubbed the GSX-R750, the new road-legal track weapon was unlike anything that had come before it. Suzuki pulled the cover off the first-year GSX-R750 (model code: F) at the 1984 Cologne Motor Show, before its official launch in March of 1985. Upon its release, the Gixxer was unquestionably king, setting a new benchmark in the industry. And unsurprisingly, it didn’t take long for the GSX-R to start winning on the race track. The new model won the 1985 TT with rider Mick Grant, while a young Kevin Schwantz straight up dominated the Transatlantic series.
In the subsequent years, the mighty Gixxer saw a number of revisions before 1990, when the three-quarter-liter beast was given a major model update. That year, Suzuki bestowed the GSX-R750 with a host of features borrowed from the race-spec double-R model (GSX-R750R), including its long-stroke engine layout, lighter pistons, new Mikuni model BST38SS “Slingshot” carbs, upgraded connecting rods and cylinder head, smaller valves, a revised stainless four-into-two-into-one exhaust culminating in a single muffler mounted on the right side, and new suspension that yielded increased adjustability.
The chassis also underwent revisions at the start of the decade, utilizing some elements form the 1989 GSX-R1100 with a 25.5-degree rake and a 55.7-inch wheelbase. A wider rear tire (which were now Michelin radials), up to 5.5-inches from the outgoing model’s 4.4-inch item and a steering damper was also added to the mix. 1990 also marked the first year that the illustrious Gixxer was fitted with a (41mm) inverted fork.
The next year in 1991, the ‘Zook was given its first significant visual makeover, getting a new tail section, less rectangular-shaped side vents in the bodywork, and a new front fender was introduced to better accommodate the inverted front-end (though that last feature didn’t extend to US models).
The biggest change for ’91 was undeniably its new front fairing design. Gone were the original Suzuka-style double headlight arrangement, and in its place was a slanted nose fairing that hid headlights several inches behind a clear headlight cover, giving the bike a more aggressive and contemporary appearance while also bolstering aerodynamics. On top of also getting a new, larger seat, ’91 marked the final year of the oil-cooled SACS-engined version of the Gixxer.
Running gear on the ’91 750 was comprised of a 41mm USD fork, adjustable for preload, eight-way damping, and ten-way compression, while in the rear the bike got a full-floater mono shock with remote reservoir and four-way adjustable preload and rebound damping. A pair of 310mm discs — which were revised for 1990 — bit by four-pot calipers provided stopping power (aided by a single 280mm disc and one-piston caliper in the rear). The swing-arm was changed to a 45mm box tube section cast unit, while the wheels were 17-inch three-arm alloy items.
Powering the 1991 Gixxer 750 was an air/oil-cooled, 749cc, 16V, DOHC, inline-four, married to a six-speed constant mesh transmission. All the changes resulted in an output of 116 hp at 11,000 rpm and 57.5 ft-lbs of torque at 10,000rpm, which translated to top speed exceeding 150 mph, and the ability to fire off standing quarter mile sprints in under 11 seconds — despite its approximately 550 lb wet weight.
Documented Maintenance History:
7/9/19, HyperCycle – front brake pads, new OEM grips, new mirrors, install Zero Gravity windscreen, full service, front brake lines, turn signal flasher, two turn signals, air filter, fuel flush.
10/19/19, HyperCycle – carb clean, rejet, install Vance & Hines exhaust.
5/27/20, Iconic Motorbikes – new Yuasa battery, oil change, full hydraulic flush.
The seller states that this bike has a poor paintjob. Photos of all known blemishes are included in the album up top, here are the most serious ones:
Currently located at our facility in Santa Monica, California (please make an appointment for an inspection), this Suzuki is offered on a clean California title with registration current through August 2021.
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