The technical underpinnings of the original GSX-R may have come from the GS1000R Works racer, but ten-years earlier the aforementioned RE5 was voted as motorcycling's best handling touring bike by the editors of Cycle. This came during a period when Japanese frames were regarded as little more than handy places to bolt the latest engine. So while the RE5's two-stroke rotary is remembered as a failed effort, it was the first large-displacement Japanese road burner to find happiness in the twisty bits. Clearly, Suzuki's work in chassis and suspension development paid handsome dividends on the GSX-R.
Just over 19” wide, the Gixxer's 747cc DOHC four was based on the GS 750 that made its production debut in 1976. Suzuki opened the engine and filled it with hi-output goodies; lightening the crank nearly five pounds, shortening the stroke and enlarging the bore until the engine could be safely revved to 11.000 rpm. Dealing with the issue of heat and power-robbing friction yet obsessed with keeping the weight low, Suzuki discarded the idea of liquid cooling in favor of a twin oil pump system. One pump for lubrication, another to spray jets of oil under the (10.6.1) pistons and on top of the combustion chamber. Nearly six-quarts of multi-grade flow through the GSX-R's traditionally-mounted radiator.
The larger bore allowed Suzuki to fit bigger intake and exhaust valves inside its patented “Twin Swirl” 16v combustion chamber, opened and closed with cams that featured more lift and duration. Forked arms and followers feature lock screws to simplify tappet adjustment. A quartet of 29 mm Mikuni square-slide carburettors were attached to a huge 8-liter airbox, while exhaust gasses were dispelled by a factory 4-into-1 exhaust. The transmission is a 6-speed and the clutch is multi-plate/oil bath unit. In addition, a factory 'R' race kit was offered. It consisted of revised suspensions, wider clip-ons, a dry clutch, upgraded brakes, a magnesium cylinder head, fiberglass bodywork and custom wheels.
Light and compact, befitting the rest of the package, the GSX-R's aluminum alloy frame and swingarm was closely patterned after the GS-R endurance racer, right down the rake and trail figures. No expense spared, the 41 mm Kayaba fork was fully adjustable, as was the matching KYB 'full floating' monoshock, attached with simplified mounting to lower the seat height. Full floating brake rotors were also fitted, twin 300 mm fronts and a single (floating) rear disc. Possibly dating the bike more than any other visual feature are the Gixxer's twin 18” wheels, fitted with 110/140 width rubber, front and rear.
From the start, the GSX-R was a no compromise machine, built in the spirit of contemporary Italy. The footpegs were high and inset, the short, stubby clip-ons offered little to no leverage in slow prodding, the fairing a simple shell with a bubble to hide behind. Truly a racer with lights, the made-for-Bol d' Or GSX-R 750 didn't wake up until the tach needle swung past 8000 rpm. Then, and only then did the package make sense. At 388 pounds dry the GSX-R 750 was 100 pounds lighter than the Honda Interceptor, and vaporized Yamaha's FZ750 when the pace began to matter. True sport biking nirvana, the Gixxer joined Bimota, Ducati's F1 and a small number of specials on the mid 80s honor roll. More than that, it signaled the arrival of Japan as a full on techno-force, inspiring even greater designs. Nolan Woodbury
Thanks to: http://www.suzukicycles.org/ The best Suzuki information page on the internet!