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Difference between revisions of "Suzuki GSX-R History"
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The first GSX-Rs are commonly referred to as Slabside, or "slabbies" due to their very flat side panels and tall narrow frames. GSX-R 750s from 1985-1988 are Slabside models, and the 1100 slabside was in production around 1986-1989. GSX-R750 slabbies weigh approximately 178 kg dry, and are 100 horsepower at the [[crankshaft]]. GSX-R 1100 slabbies weigh 198 kg dry and produce 130 horsepower at the crankshaft. Both respond to tuning well and very little work is required to add 5-10 horsepower. Still relatively powerful by current standards, especially given their low weight, their main weaknesses are their handling, being somewhat light and prone to head shakes (especially the 750 cc model), and brakes that are wooden and not very powerful. Being somewhat lightly built for their power subsequent models improved only modestly on power but substantially on thicker, strong frames and stronger suspension. They can be hard to find in standard condition these days, due to being a popular model for the '[[streetfighter]]' crowd, but they hold value quite well and enjoy a modest cult status. All GSX-R models are also colloquially known as 'Gixxers'. For the year 1987, Suzuki offered a [[Suzuki GSX-R50|GSX-R50 (also known as the GAG50 in Japan)]] that differed from its [[Yamaha]] and [[Honda]] competitors by being a [[4-stroke]] engine. | The first GSX-Rs are commonly referred to as Slabside, or "slabbies" due to their very flat side panels and tall narrow frames. GSX-R 750s from 1985-1988 are Slabside models, and the 1100 slabside was in production around 1986-1989. GSX-R750 slabbies weigh approximately 178 kg dry, and are 100 horsepower at the [[crankshaft]]. GSX-R 1100 slabbies weigh 198 kg dry and produce 130 horsepower at the crankshaft. Both respond to tuning well and very little work is required to add 5-10 horsepower. Still relatively powerful by current standards, especially given their low weight, their main weaknesses are their handling, being somewhat light and prone to head shakes (especially the 750 cc model), and brakes that are wooden and not very powerful. Being somewhat lightly built for their power subsequent models improved only modestly on power but substantially on thicker, strong frames and stronger suspension. They can be hard to find in standard condition these days, due to being a popular model for the '[[streetfighter]]' crowd, but they hold value quite well and enjoy a modest cult status. All GSX-R models are also colloquially known as 'Gixxers'. For the year 1987, Suzuki offered a [[Suzuki GSX-R50|GSX-R50 (also known as the GAG50 in Japan)]] that differed from its [[Yamaha]] and [[Honda]] competitors by being a [[4-stroke]] engine. | ||
The second major revision of the GSX-R series revolved around a new frame, styled after the then racing frame. The engines were also updated and power outputs increased for the 750 and 1100 (the 1100 increased from 1052 cc to 1127 cc), now making 112 and 145 horsepower respectively. The [[fairing]] was restyled, giving a much rounder look. Named after their carburetors, these are referred to as Slingshot GSX-Rs. The Slingshot 750 ran from 1989 to 1992, the 1100 from late 1989 to 1993. The 750s went to a high revving over-square engine which failed to find much | The second major revision of the GSX-R series revolved around a new frame, styled after the then racing frame. The engines were also updated and power outputs increased for the 750 and 1100 (the 1100 increased from 1052 cc to 1127 cc), now making 112 and 145 horsepower respectively. The [[fairing]] was restyled, giving a much rounder look. Named after their carburetors, these are referred to as Slingshot GSX-Rs. The Slingshot 750 ran from 1989 to 1992, the 1100 from late 1989 to 1993. The 750s went to a high revving over-square engine which failed to find much favor with the critics as it made the bike 'buzzy' and harder to work. | ||
The third revision of the GSX-Rs mainly centred around the introduction of an updated watercooled engine which, oddly, retained the air-cooling [[fins]]. This increased power slightly. The frame was subtly improved and the suspension a great improvement over earlier models. The 750 watercooled model (not to be confused with later SRAD/K series GSX-Rs) ran from late 1992 to 1996. The 1100 from 1993 to 1998. Power was 121 and 155 bhp respectively. However by the end of the range the flagship 1100 model was substantially heavier than its original creation, by over 20 kilograms, and was considered a topheavy and only averagely handling bike. The new Honda [[Honda CBR900RR|Fireblade]] was substantially lighter, had a similar speed, and was a far racier machine than the [[Suzuki GSX-R1100|GSX-R1100]] now was. Sales records and racetrack comparisons showed up its weaknesses. It took several years for Suzuki to remedy this. | The third revision of the GSX-Rs mainly centred around the introduction of an updated watercooled engine which, oddly, retained the air-cooling [[fins]]. This increased power slightly. The frame was subtly improved and the suspension a great improvement over earlier models. The 750 watercooled model (not to be confused with later SRAD/K series GSX-Rs) ran from late 1992 to 1996. The 1100 from 1993 to 1998. Power was 121 and 155 bhp respectively. However by the end of the range the flagship 1100 model was substantially heavier than its original creation, by over 20 kilograms, and was considered a topheavy and only averagely handling bike. The new Honda [[Honda CBR900RR|Fireblade]] was substantially lighter, had a similar speed, and was a far racier machine than the [[Suzuki GSX-R1100|GSX-R1100]] now was. Sales records and racetrack comparisons showed up its weaknesses. It took several years for Suzuki to remedy this. | ||