GSX-R750/600

 wasn’t by accident that the original GSX-R750/600 redefined the high-performance Supersport and shocked the motorcycle world when it was introduced in 1985.

It was a product of integrated design, a talented group of Suzuki chassis, engine and electrical engineers making history by working together to build a more compact and lighter 750cm3 Supersport.

Combustion efficiency is a measure of how completely an engine burns its fuel.

Better combustion efficiency can increase power and torque output across the rpm range; improve throttle response, acceleration and fuel mileage; and reduce emissions.

Mechanical efficiency is a measure of how much of the power and torque produced by an engine actually reaches the rear wheel. GSX-R750/600

The GSX-R750 and GSX-R600 models both feature completely chassis designs, each based on a more compact, lighter twin-spar aluminum frame with a 15 mm shorter wheelbase.

The GSX-R750’s wheelbase is 1,390 mm while the GSX-R600’s wheelbase measures 1,385 mm.

The overall combined weight of the transmission gearsets is reduced. The race-proven ramp-and-cam design of the back-torque-limiting clutch reduces pressure on the plates during deceleration, producing smoother downshifting and corner entry and allowing the track rider to concentrate on braking and cornering.

The crankcases carry a six-speed close-ratio transmission with vertically staggered shafts, to reduce overall engine length, and a back-torque-limiting clutch.

The GSX-R600’s revised close-ratio six-speed transmission features a taller first-gear ratio and shorter ratios for 2nd, 3rd, 4th and 6th gear, making it easier for a racer to get a good start and also improving straight-line acceleration and drive out of corners.

For the first time, both the Suzuki GSX-R750 and the Suzuki GSX-R600 come with the revolutionary, race-developed Showa Big Piston Front-fork (BPF) inverted front suspension system. Conventional inverted front forks use a cartridge assembly that fits inside the fork leg on each side and typically incorporates a 20 mm piston to control damping.

The four-into-one stainless-steel exhaust system features four individual head pipes and a single collector. The mid-pipe located between the collector and the 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 and improving throttle response, especially in the low-to-mid rpm range. The exhaust chamber leads to stainless-steel S-bend pipe and a titanium muffler shaped and positioned to enhance cornering clearance and improve aerodynamics. A reduction in pipe wall thickness and a smaller, more efficient exhaust chamber and muffler combine to make the GSX-R750 system 1,100 grams lighter and the GSX-R600 system 1,700 grams lighter.

A slightly larger-diameter radiator fan mounted on the efficient, trapezoidal, curved radiator turns on and off based on coolant temperature and improves cooling performance.

Both GSX-Rs feature a repositioned engine management computer (also known as the Engine Control Module, or ECM) to allow the wiring harness to be simplified and made lighter.

The ECM operates a state-of-the-art Suzuki Dual Throttle Valve (SDTV) closed-loop fuel injection system, an advanced ignition system and several emission control systems, producing better throttle response, smoother power delivery, improved mileage and reduced emissions.

With an unmatched combination of excellent throttle response, linear power delivery, strong braking, confident handling and class-leading power-to-weight ratio, it was the closest a mass-production four-stroke, four-cylinder streetbike had ever come to being a racebike with lights.