Suzuki GSX-R750 2011


With the GSX-R750, we virtually invented the 750cc supersport class. In creating a new version, we knew we had a lot to live up to. And as our racing experience has taught us, it's the details that make the difference.
This new engine is the most efficient we've ever built for the GSX-R750. As before, it's a liquid-cooled DOHC unit with Suzuki Ram-Air Direct (SRAD) induction and a digital engine management system. Built oversquare, its bore/stroke ratio is the same one we give our race bikes, allowing it to rev higher and run leaner.
Every component has been minutely analysed, then manufactured in the perfect material offering you optimium performance. The cylinder block and upper crankcase are cast as a single unit in aluminium alloy. The valves – four per cylinder – are titanium, the connecting rods are shot-peened chrome molybdenum steel and the pistons are aluminium.
The cylinder bores are plated with our own race-proven nickel-phosphorus-silicon-carbide coating, known as Suzuki Composite Electrochemical Material (SCEM) which reduces friction and improves heat transfer, durability and cylinder sealing. Even the ventilation holes in the cylinder walls are pentagonal, rather than circular, to improve gas flow and save weight.
The secret to this engine's remarkable efficiency lies in the Engine Control Module, or ECM. This controls the Suzuki Dual Throttle Valve (SDTV) closed-loop fuel injection system, which gives each cylinder its own pair of butterfly valves and compact fuel injectors. The primary butterfly valve is linked directly to the throttle grip by a cable, giving the rider a positive, instantaneous response.
The secondary valve is controlled by the ECM, which maintains the ideal intake air velocity for improved cylinder charging and more efficient and complete combustion. The result is more linear throttle response, increased torque and reduced emissions.
The system uses fine-spray injectors, each with eight small holes for improved fuel atomisation. As well as the primary injector, which operates all the time, there's a secondary injector, which introduces more fuel when the engine is working hard at high revs. Using a sensor built into the exhaust system, the ECM monitors the exhaust gases and adjusts fuel delivery for more complete combustion, further reducing emissions.
The new ignition circuit, developed in MotoGP, uses individual ignition coils firing 10mm NGK spark plugs fitted with iridium-alloy electrodes. These produce a hotter spark, resulting in more complete combustion, improved throttle response and longer service life than conventional spark plugs.


The new GSX-R750 is leaner and cleaner than any previous model. But it still sounds the way it should, thanks to its four-into-one stainless-steel exhaust system. In the mid-pipe is the Suzuki Exhaust Tuning (SET), a servo-controlled butterfly valve that matches exhaust system back-pressure to engine rpm, throttle position and gear position. What you get is maximum torque and a sharper throttle response, especially in the low-to-mid rpm range.
And because this is a race bike at heart, the titanium end-pipe has been redesigned for improved aerodynamics and cornering clearance – and with thinner walls and a new exhaust chamber, it's 1.04kg lighter, too.
The original GSX-R750 defined what a 750cc supersports bike should be. With this new engine, we've stayed true to that unique heritage, while making this a bike very much for our own times.


The new GSX-R750 is a full 8kg lighter. Not that it was all that heavy before. So, how have we managed to get the kerb weight down to just 190kg?
Much of the weight has been lost from the chassis. We've reduced the overall weight by 1.35kg. But that's not all: we've also increased its torsional rigidity, so it's even sharper through the corners. That's all the more evident thanks to the wheelbase, which we've shortened by 15mm to 1,390mm to reduce the reach from the seat to the handlebars. A small change, but one that makes a big difference, especially when combined with a narrower seat and slightly wider handlebar angle.
Together, they make it easier for the rider to make those tiny adjustments to weight and position so crucial to fast lap-times – and longer road journeys should be that bit more comfortable too.
The aluminium swingarm has undergone the same radical rethink. A simplified design, based on fewer castings and welds, has saved an impressive 900g. The engine has been rotated rearward around the countershaft sprocket, reducing the distance from the front axle to the swingarm pivot while maintaining both the race-proven steering geometry and clearance between the front wheel and the radiator at full wheel travel.

The latest in fully adjustable racing front suspension

Developed in racing, the Showa Big Piston Front-Fork (BPF) inverted front suspension system is lighter, more effective and easier to work with. So it was the natural front-end choice for the new GSX-R750. In conventional inverted front forks, there's a separate cartridge assembly inside each fork leg, typically using a 20mm piston to control damping. BPF replaces all that with a single, 37.6mm piston riding against the inside wall of the inner fork tube. This larger piston produces more effective, accurate and linear damping. Riders will definitely notice the improved compression damping and feedback during hard braking and at corner entry.
The BPF design also reduces changes in internal fork pressure across the stroke, improving response to small bumps and surface imperfections. And because the fork springs are at the bottom of the fork leg, where they remain completely submerged in oil, there's less foaming and more consistent damping performance.
There's external adjustment for rebound and compression damping using screws built into the fork caps, and with the piston located above the fork springs, routine maintenance is quicker and simpler, All this, and they're 1.04kg lighter than the conventional forks used on the previous GSX-R750.

Fully adjustable rear suspension

It's a similar story at the back end. We've equipped the new GSX-R750 with the single Showa rear shock, which boasts externally adjustable rebound and compression damping, as well as adjustable ride height. As you'd expect, it's significantly lighter than its predecessor: the threaded spring seats used to adjust preload are now made of anodised aluminium alloy, not steel, saving 90g; the spring itself is 200g lighter, with another 490g accounted for by a new shock linkage.
We've also shaved more than half a kilo off the bike's unsprung weight, which has a massive effect on suspension response. Reducing unsprung weight means greater contact between each wheel and the road giving the rider more control.
That, in turn, means more traction, which is exactly what you want when you're coming out of a corner at full chat, or trail-braking into an apex on the track. The front wheel loses 201g, the rear 190g and the rear sprocket drum assembly 150g.
And to give the rider even more feedback and precise control, the GSX-R750 is fitted with an electronically-controlled steering damper. The Engine Control Module (ECM) monitors the bike's speed, then lightens the steering if you're in traffic or parking, and delivers more damping force when things are getting lively.

The racing legend

The history of the GSX-R750 is the history of the GSX-R itself. It was the original incarnation of the beast and for riders who like to combine racedays, Sundays and trackdays it's the ideal bike.
It's been at the top for over 25 years and when everyone else gave up on the 750 class, we kept on going and kept on getting better and better and just kept on winning.
Endurance is the name of the game for the GSX-R750, not just over years, but over hour after hour. We've almost lost count of the endurance races it's won and in its latest guise...
...we beleive that owning the racetarck is still going to be the GSX-R750s reason to be. It's the original, the best and nothing's going to change that.

Sophisticated Instrument Panel

The newly designed instrument cluster on the GSX-R750 is lighter and more compact and offers a built-in lap timer and a programmable sequential engine rpm indicator system. For ease of use the lap timer is conveniently triggered using a button on the right handlebar switch module.
The engine rpm indicator system's four LEDs can be programmed to go off at four different RPM settings, with a choice of a solid or blinking light. LED brightness is also adjustable. The centrepiece of the instrument cluster is an analog tachometer, with an adjacent LCD panel offering digital speedometer,
odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil-pressure indicator, lap timer/stopwatch, S-DMS indicator and gear position indicator displays.
Other LED lights built into the cluster include neutral, high beam and turn signal, fuel level and FI indicators.

Improved Aerodynamics

The new GSX-R750 features exciting, aerodynamic styling and is even more streamlined and compact. The wind-tunnel development of the new model bodywork was done with a rider in place. The work centred around giving the new GSX-R750 smaller, simpler and lighter bodywork, without losing any aerodynamic efficiency.
The bodywork is shorter front to rear to match the shorter wheelbase, but front overhang is also reduced by 55mm and rear overhang is reduced by 35mm. Seat height remains a relatively low 810mm, and the top of the redesigned 17-litre fuel tank is lower, allowing the rider to have a more tucked in riding position.
The new bodywork uses fewer, more refined parts and panels with less overlap, requiring fewer fasteners and clips, while still passing strict Suzuki quality and durability tests.
A new combination of smooth, curved lines with sharp edges and special attention to improving air flow along the side panels and lower cowling paid off by making it possible to significantly reduce bodywork surface area, saving even more weight. Returning to a vertically-stacked dual headlight layout helped save additional weight without any performance penalty. The new GSX-R750 bodywork and associated external parts weighed an astonishing 35% less (a full 3.4kg) than the equivalent parts used on previous models.

Improved power-to-weight ratio

The importance of reducing kerb mass by unpresidented 8kg for the new GSX-R750 cannot be overstated. The integrated design team of talented Suzuki engineers analysed every engine, chassis and electrical part, component and assembly. Could it be made lighter, smaller, simpler while maintaining strength and durability?
It was detailed, painstaking work, and the result was better overall performance making the ride to work, or a Sunday morning blast that much more enjoyable.

S-DMS Rider-selectable Mapping

The Suzuki Drive Mode Selector (S-DMS) system built into the GSX-R750's ECM allows the rider to use a button mounted on the left handlebar switch module to select one of two engine control maps, regulating the fuel injection,
secondary throttle valve and ignition systems. The two maps are designated A and B, with Map A delivering full power and acceleration and Map B producing more moderate acceleration. The S-DMS system allows the rider to select a map to suit various riding conditions and personal preference on the road, for example choosing one map for motorway cruising and the other map for tight country roads.

Fully Floating Front Discs with Radial-mount Brembo Monoblock Calipers

The GSX-R750 comes with 310mm fully-floating front brake discs and brand new radial-mount, four-piston Brembo monoblock calipers.
The 32mm calliper pistons are staggered to promote even pad wear. The monoblock design has allowed them to be substantially lighter and the rigid construction and increased piston area improve braking performance by providing the rider with more consistent power and better feel at the lever providing greater control on the road. Weight-saving has been made in the brakes with the front brake calipers and hardware being 405g lighter than previous GSX-R set-ups.
The single 220mm rear disc works with a brand new, lighter Nissin single-piston calliper that is 325g lighter than the calliper used on previous models