gsx-r750 specifications

GSX-R750
SPECIFICATIONS
Engine type
Glass splash white / Pearl vigor blue (CWH)
PRINTED IN JAPAN GSX-R750 Product Information 99999-A0006-281 SEP.'07
300 Takatsuka, Minami, Hamamatsu, Japan
Link type, coil spring, oil damped,
spring preload fully adjustable,
70.0 mm x 48.7 mm
compression damping 2-way fully adjustable,
Displacement
749 cm3 (749 cc)
Compression ratio
12.5 : 1
Carburetion
Fuel injection
Oil capacity (overhaul)
2.9 L (0.8 US gal.)
Ignition
Fully transistorized
Starter system
Electric
Lubrication system
Wet sump
Transmission
6-speed constant mesh
Primary drive ratio
1.761 (74 / 42)
Fuel tank
Final drive ratio
2.647 (45 / 17)
Overall length
Frame type
Twin spar diamond (aluminium alloy)
Overall width
Rake/trail
23.8 degrees / 98 mm (3.9 in.)
Overall height
1,125 mm (44.3 in.)
Inverted telescopic, coil spring,
Wheelbase
1,400 mm (55.1 in.)
oil damped,
Seat height
810 mm (31.9 in.)
spring preload fully adjustable,
Dry weight
165 kg (364 lbs.)
Front
rebound damping fully adjustable
Specifications, appearances, equipments, colors, materials and other items of “SUZUKI” products shown on this catalogue are
subject to change by manufacturers at any time without notice and they may vary depending on local conditions or
requirements. Some models are not available in some territories. Each model might be discontinued without notice. Please
inquire at your local dealer for details of any such changes. Actual body color might differ from the colors in this catalogue.
Always wear a helmet, eye protection and protective clothing.
Enjoy riding safely.
Read your Owner's Manual carefully.
Never ride under the influence of alcohol or other drugs.
Rear
Bore x stroke
compression damping 2-way fully adjustable,
Solid black / Metallic mat black No.2 (CRU)
Suspension
liquid-cooled, DOHC
Suspension
Candy max orange / Solid black (ECE)
4-stroke, inline 4-cylinder,
rebound damping fully adjustable
Wheels
Brakes
Front
17M/C x MT3.50
Rear
17M/C x MT5.50
Front
Double, Radial mount,
4-piston calipers, 310mm
Tires
Rear
Single, 1-piston caliper, 220mm
Front
120/70ZR17M/C (58W), tubeless
Rear
180/55ZR17M/C (73W), tubeless
17.0 L (4.5 US gal.)
2,040 mm (80.3 in.)
715 mm (28.1 in.)
The Original Racer Replica, Reborn
Look for the origin of the modern racer replica sportbike and it’s easy to see that it all
started more than 20 years ago with one machine, the 1985 Suzuki GSX-R750.
Based on a works endurance racebike and built with a combination of compact size,
light weight and high output the aluminum-alloy-framed GSX-R750 delivered all-around
performance never before seen from a street-legal motorcycle. So the competition never
saw it coming when the GSX-R750 returned to the circuit, dominating production-based
racing worldwide for a decade.
History repeated itself in 1996, with another revolutionary rebirth of the GSX-R750, based
on a Grand Prix racebike and setting new standards in compact design,
light weight and powerful performance. Unable to compete, other brands abandoned
the 750 cm3 racing grid altogether.
Now, after another decade and a few extra years of total 750 cm3 domination, the newest
GSX-R750 is repeating history. Setting a new standard in racer replica engineering,
delivering better handling feel with more power and torque in a new, more compact
package designed to accelerate harder and get around a racetrack even faster than ever.
Introducing the 2008 Suzuki GSX-R750. With the most powerful, efficient and cleanest-running 750 cm3 four-stroke production engine Suzuki has ever produced.
A new cast-aluminum-alloy frame. Exciting new bodywork with increased aerodynamics. An advanced engine management and fuel injection system with adjustable on-the-fly
mapping. Fully adjustable high-performance suspension, and radial-mount front brakes. Delivering open-class racetrack performance in a middleweight-sized package.
It’s as if the talented team of engineers responsible for the GSX-R750 designed a racebike with street equipment like lights and instruments and a horn and mirrors.
Which just makes it more obvious what the 2008 GSX-R750 really is.
Not just a true racer replica.
The original racer replica, reborn.
Advanced 750 cm3 Engine Technology
The 749 cm3 2008 GSX-R750 engine is
a textbook example of advanced,
high-performance design, built with
technology developed in World
Championship competition. Big bore
and short stroke, with a 15,000 rpm
redline. Double Overhead Camshafts
(DOHC), and four titanium valves per
cylinder operated via bucket tappets,
with shim-under-bucket lash
adjustment. Downdraft, dual-injector
Suzuki Dual Throttle Valve (SDTV)
throttle bodies and efficient Suzuki
Ram Air Direct (S-RAD) induction.
Liquid cooling. A six-speed, closeratio transmission with vertically
staggered shafts, to reduce overall
engine length. A back-torque-limiting
clutch. And advanced digital engine
management, including the
revolutionary three-way, on-the-fly
selectable engine mapping system
known as Suzuki Drive Mode Selector
(S-DMS).
An oversquare bore and stroke of
70.0mm x 48.7 mm produces a highrevving engine with a race-proven
0.696:1 bore/stroke ratio. Each
cylinder’s two 29.0 mm intake valves
are set at an angle of 10.5 degrees
from the cylinder centerline, with the
two 23.0 mm exhaust valves set at
12.0 degrees, for a narrow included
valve angle of 22.5 degrees. The
narrow valve angle allows the use of
a compact Twin Swirl Combustion
Chamber (TSCC) designed to squeeze
the most possible power out of each
fuel/air charge, through the magic of
combustion efficiency. With new
forged aluminum-alloy pistons, the
compression ratio is 12:5:1.
The lightweight titanium valves can
be accurately controlled using single
valve springs, reducing mechanical
loss. The valves are operated by
bucket tappets measuring 26 mm on
the intake side and 24 mm on the
exhaust side.
Three-ring slipper pistons feature
cutaway sides, and the upper
compression ring and the oil control
ring on each piston is electro-plated
with a chrome-nitride coating applied
in a vacuum chamber using a physical
vapor deposition (PVD) system. The
chrome-nitride PVD coating is harder
and smoother than conventional
chrome plating, reducing friction
while improving cylinder sealing, thus
reducing blowby and increasing the
combustion force actually pushing
the piston down. The compression
ring on each piston has an L-shaped
cross section, allowing combustion
pressure to push the ring out against
the cylinder wall and further
improving cylinder sealing.
Shot-peened chrome-molybdenumsteel-alloy connecting rods carry the
pistons, and the forged crankshaft is
precisely balanced to smooth power
delivery out of racetrack corners.
The cylinders are integrated into the
aluminum-alloy upper crankcase
casting and are plated with Suzuki’s
own race-proven nickel-phosphorussilicon-carbide bore coating, which
increases heat transfer, durability and
ring seal and is known as SCEM
(Suzuki Composite Electrochemical
Material).
Larger ventilation holes (now 41 mm
instead of 39 mm ) linking the
cylinder bores (below the bottom of
the piston stroke) allow air trapped
underneath each descending piston
to more quickly escape to adjacent
cylinders, where the pistons are
rising. The change further reduces
internal pumping pressure and
mechanical power losses.
The race-proven back-torque-limiting
clutch is designed to reduce pressure
on the clutch plates during
deceleration, for smoother
downshifting and corner entry. Under
acceleration and especially during
race starts, the clutch increases
pressure on the clutch plates,
reducing slip. New internal ribbing
inside the aluminum-alloy clutch
cover and oil pan reduce mechanical
noise caused by resonance.
The exhaust system includes a new,
larger, triangular-cross-section
silencer designed to maximize
cornering clearance while also
providing the increase in internal
volume needed to allow the GSXR750 to meet the latest government
sound and emissions regulations
despite an increase in engine output.
The exhaust mid-pipe located
between the head pipe collector and
an under-engine exhaust chamber
carries a Suzuki Exhaust Tuning (SET)
servo-controlled butterfly valve to
match exhaust system back-pressure
to engine rpm, throttle position and
gear position, maximizing torque
throughout the rev range and across
varying conditions.
New 10mm NGK CR9EIA-9 spark plugs
each feature a fine, Iridium-alloy
electrode that produces a hotter
spark (contributing to more complete
combustion), and delivers double the
service life of a conventional spark
plug electrode. The individual ignition
coil built into each spark plug cap is
now smaller in outside diameter at
20mm (down from 22mm), reducing
weight.
A new starter motor built using rareearth magnets is lighter and more
compact than the starter motor used
on previous models, weighing 860
grams (down from 1015 grams) and
measuring 92.5 mm (down from 102.5
mm) long.
An efficient, trapezoidal, curved
radiator looks like it came right off a
works racebike and carries a compact
electric cooling fan which turns on
and off based on coolant
temperature. The curved design
increases cooling capacity to a full
31.4 kW/h without increasing overall
radiator and fairing width, an
important aerodynamic consideration.
A new, larger capacity generator
powers the GSX-R750’s additional
electronic systems, with no increase
in weight or external size.
S-DMS Adjustable Mapping And SDTV Fuel Injection, With Digital Engine Management
The 2008 GSX-R750 features a
powerful digital engine management
system, based on a 32-bit processor
with 1024 kilobyte of Read-Only
Memory (ROM). The processor is
carried in a new, lighter and smaller
ECM (Engine Control Module, also
popularly known as an engine control
black box). The new ECM weighs 340
grams (down from 380 grams) and is
significantly narrower and thinner
than the previous model’s ECM.
The engine management system’s
massive computing power not only
controls the fuel injection system that
delivers outstanding engine efficiency
and performance, but also operates
the unique Suzuki Drive Mode
Selector (S-DMS) system which
makes it possible for the rider to
select one of three engine control
maps (regulating the fuel injection
and ignition systems) to match
personal preference, using a threeway switch mounted on the right
handlebar. The three maps are
designated A, B and C, and engine
power delivery varies with map
selection.
Each map was developed using
experience gained building racebike
maps. Switching from one map to
another is instantaneous, making it
possible for a rider to select one map
for one part of a racetrack and
another map for another part of a
racetrack.
The system also allows the rider to
select a different map to suit personal
preference in various riding
conditions on the road, for example
choosing one map for highway
cruising and another map for tighter
roads.
At the heart of the GSX-R750’s fuel
injection system are two new,
downdraft Suzuki Dual Throttle Valve
(SDTV) double-barrel throttle bodies,
each throttle body barrel carrying two
injectors and two butterfly valves.
Each cylinder’s 48 mm primary
butterfly valve is operated by the twist
grip while the 50 mm secondary
throttle valve is operated by the
digital engine management system to
maintain the ideal intake velocity
(based on rpm, throttle position and
gear selection) for improved cylinder
charging and more efficient
combustion, resulting in more linear
throttle response and increased
torque.
New, compact fuel injectors each
have 8 smaller holes instead of the 4
larger holes used previously,
producing a finer spray for better fuel
atomization and more complete
combustion. The primary injectors
operate under all conditions, and the
secondary injectors add more fuel
under high-rpm, high-load conditions.
The primary injector for each cylinder
is positioned at a steeper, 41-degree
angle aimed right down the intake
ports, contributing to improved
throttle response across the rpm
range. Each cylinder’s secondary
injector is mounted at a 15-degree
angle and is aimed to bounce fuel off
the opened secondary throttle valve,
further improving atomization and
combustion efficiency. New, longer
velocity stacks (also known as an
intake funnels) mounted on the
airbox side of each throttle body
barrel help improve mid-range
acceleration.
The volume of fuel delivered by the
injectors is controlled by the engine
management system, via injector ontime. The longer the injector is turned
on and spraying fuel, the greater the
volume of fuel delivered to the
cylinder. Primary injector on-time is
calculated based on engine rpm,
intake pressure (vacuum) and throttle
position. Secondary injector on-time
is calculated based on throttle
position and engine rpm.
A new Idle Speed Control (ISC)
system automatically improves cold
starting and stabilizes engine idle to
suit conditions, by regulating the
volume of fresh air fed into the
throttle body idle circuits based on
engine coolant temperature.
Based on throttle position and engine
rpm, the engine management system
controls the GSX-R750’s PAIR (PulsedAIR) system, which pulls fresh air
from the airbox and injects it directly
into the exhaust ports as needed,
igniting unburned hydrocarbons (HC)
and thus reducing carbon monoxide
(CO) emissions.
The exhaust chamber mounted
underneath the engine carries a
catalyzer to further reduce HC, CO
and Nitrogen oxide (NOx) emissions.
The exhaust mid-pipe also carries an
oxygen sensor used by the engine
management system to fine-tune the
amount of fuel injected into the
cylinders, and the GSX-R750 clears
tough Euro 3 and Tier 2 emissions
standards.
Fully Adjustable Suspension And A Tuned Chassis
The GSX-R750’s frame is engineered
and tuned to improve handling at
racetrack speeds, even at full lean
angle. It is built by welding together
five precision-cast aluminum-alloy
sections, each designed to produce a
specific torsional rigidity, including a
hollow steering head section, two
main-spar/swingarm pivot plate
sections, and cross braces above and
below the swingarm. The small
number of component parts and
welds optimizes frame assembly
accuracy and performance.
The rear subframe, which supports
the rider and the tailsection, is now
simpler and lighter, with a single diecast aluminum-alloy seat rail running
from the main frame to the rear of
the tail on each side. The design
change saves 125 grams of weight.
The aluminum-alloy swingarm is
constructed of die-castings and
rectangular extrusions, and the rear
shock mounting system uses an
aluminum-alloy link that pivots on the
swingarm itself, with forged
aluminum-alloy link rods connected
to the frame. The layout reduces the
lever ratio as the rear wheel moves
upward, making the suspension more
progressive and more responsive,
increasing traction over pavement
ripples while still responding
smoothly over larger bumps. The
system also reduces side loads,
helping the rear shock absorber move
in a smooth arc as it compresses.
The Showa rear shock has externally
adjustable spring pre-load, rebound
damping and both high-speed and
low-speed compression damping, and
rear wheel travel is 130 mm.
Showa inverted cartridge forks
feature 41 mm tubes and are not only
externally adjustable for spring preload and rebound damping but now
also have both high-speed and lowspeed compression damping
adjustability. The stanchion tubes now
feature durable chrome plating, and
front wheel travel is 120 mm.
Adjustable footpegs are typical on a
racebike, and the GSX-R750’s die-cast
aluminum-alloy footpegs can be
moved into three different positions
in a 14mm horizontal and vertical
range to suit rider preference. The
brake pedal and master cylinder move
with the right footpeg assembly, and
the shift lever linkage can be adjusted
to accommodate changes in the left
footpeg position.
The GSX-R750’s race-proven chassis
geometry includes a wheelbase of
1400 mm with 23.8 degrees of rake
and 97 mm of trail. Seat height is a
relatively low 810 mm, and the
seating position is carefully designed
to work well both for racetrack and
street riding, with a relatively short
reach between the handlebars and
the hips of the rider.
An electronically controlled steering
damper produces less damping force
for lighter steering at slower speeds
and parking, and delivers more
damping force at highway and
racetrack speeds. A solenoid valve
operated by the engine management
system moves a tapered needle away
from or toward a seat in the main
damping circuit, reducing or
increasing oil flow for reduced or
increased damping.
Radial-Mount Front Brakes
And Lighter Alloy Wheels
The GSX-R750’s cast aluminum-alloy
front and rear wheels are lighter,
more rigid and stronger, thanks to a
new offset-three-spoke design with
curved spokes matching the direction
of wheel rotation. Wheel sizes are
unchanged, measuring 3.50 x 17-inch
front and 5.50 x 17-inch rear, but the
new front wheel is 180 grams lighter
and the new rear wheel is 250 grams
lighter. The wheels carry new
Bridgestone radial tires designed
specifically for the GSX-R750 and
measuring 120/70ZR17 in front and
180/55ZR17 in the rear.
The front brake system uses dual
radial-mount opposed-four-piston
Tokico front calipers; staggered piston
sizes (30 mm and 32 mm ) help
equalize pad wear, and a new 17 mm
(down from 19.05 mm ) radial-pump
master cylinder and small-diameter,
low-expansion brake lines help
increase braking leverage,
performance and feel at the lever. A
stronger return spring helps keep air
pressure against the front brake lever
at racetrack speeds from causing
brake drag.
Dual floating front brake discs
measure 310 mm in outside diameter
and are 5.0 mm thick, down from 5.5
mm.
The size of the disc mounting bolts is
slightly reduced and, combined with
the slightly thinner discs, the change
reduces unsprung weight and inertial
mass, for better suspension action
and easier turn-in on the racetrack.
The single-piston Tokico rear brake
caliper works with a disc that is 220
mm in diameter and 5.0 mm thick.
Exciting New Styling
The 2008 GSX-R750 comes with an
exciting, edgy, evolutionary new look,
including powerful new headlights and
even more effective aerodynamics. The
improvements in air flow are the result
of wind-tunnel development, which
reduced overall drag while maintaining
wind protection for the rider and while
also increasing the effectiveness of the
ram-air intakes.
The new fairing carries three headlights
positioned side by side, a centrally
mounted 55W H11 halogen projector
low beam and 60W HB3 halogen multireflector high beams on each side.
When high-beam is selected, all three
headlights are activated, illuminating a
larger area and improving cornering
visibility. A position lamp above the
low-beam headlight maintains the
vertically stacked theme made popular
by the styling of recent GSX-R models.
The SRAD ram-air intakes are
positioned as close as possible to the
center of the fairing nose, where air
pressure is greatest. A new louver
system inside the ram-air intakes
replaces the mesh screens used for
previous models, straightening the air
flow and reducing intake resistance,
which translates into higher airbox
pressure and more output.
The upper fairing is slightly wider at the
handlebars, reducing turbulent drag,
and the lower fairing is slightly slimmer,
reducing projected frontal area.
Front turn signals are integrated into
the rear-view mirrors, further reducing
projected frontal area, and rear turn
signals are integrated into a new,
slimmer tailsection.
The rear brake and taillight use LEDs
(Light Emitting Diodes) as a light
source. LEDs are lighter and more
durable and use less electrical power
than conventional light bulbs, and
allow more styling freedom. The
combination of a red lens and red
LEDs contributes to the richness and
depth of the visible light, increasing
visibility as well as making a styling
statement.
The fuel tank is now slightly larger,
holding 17.0 liters of fuel (increased
from the previous model’s 16.5 liters),
and sound-deadening material
underneath the tank reduces
mechanical noise.
The instrument cluster includes a stepmotor-controlled analog tachometer, a
digital LCD speedometer, dual LCD
tripmeters, an LCD reserve tripmeter, an
LCD clock, an LCD coolant
temperature/fuel injection readout and
an LCD gear position indicator. An LCD
engine-mode indicator displays which
S-DMS performance setting has been
selected by the rider. Additional LEDs
are used to indicate turn signal use,
neutral selection, high beam use and to
warn of low-fuel. Another LED can be
programmed to indicate a pre-selected
engine rpm, for use as a shift light.
More Than A Sportbike
The 2008 Suzuki GSX-R750 is more than a sportbike.
It is the direct descendent of the first GSX-R, the original racer replica.
The modern-day incarnation of more than 20 years of innovation.
The product of Genuine Suzuki Engineering.
Delivering Balanced Performance. On the street. On the racetrack.
In your life.
Get yours today, at your local Suzuki dealer.