Suzuki GSX-R series — Wikipedia, the free encyclopedia

24 Май 2015 | Author: | Комментарии к записи Suzuki GSX-R series — Wikipedia, the free encyclopedia отключены
Suzuki GSX 1250FA

Suzuki GSX-R series

The First GSX-R [ edit ]

The GSX-R of 1984 was a breakthrough and the closest that any Japanese had yet come to building a race with lights. Throughout the the big four Japanese manufacturers had bikes with a similar steel double loop air-cooled inline fours either SOHC or DOHC

At the start of the 1970s two valve per heads were ubiquitous, by the end of the four valve heads available on the high end bikes. similarity of the designs across and years led to the coining of the term UJM for Japanese Motorcycle. which with Honda’s CB-750 of

These bikes were in a variety of sizes from to 1200cc from all four of the manufacturers, and beginning in 1976 as the basis for production-based race in the American Motorcycle Association Superbike Series. [ 1 ] As a result of the on the race track it became that the big UJMs were not for racing. Weight was high, lacked stiffness and flexed in ways, power from the big overwhelmed the tire technology of the

Beginning around 1980 all manufacturers began to modify the UJM in different ways to achieve advantages on the track and product in the market. In 1982 Honda the VF series. which used a V4 than inline-four motor The first model year cruiser style bikes offered, but in 1983 the first bike based on the V4 became Honda VFR-750 Interceptor.

AMA rules for Superbike racing changed in 1983 to decrease engine size from to 750cc. The Honda Interceptor was to compete in this new category. In to the innovative V4 engine configuration, it was cooled, and it sported a rectangular steel frame, to increase as opposed to the more traditional tubes of the UJM era.

The Interceptor was a for Honda, and it won many races, [ 2 ] Daytona, and was the second place in the series. A year later, in the entire front row at Daytona Interceptors and Freddie Spencer his win on the V4 Honda.

In 1985 both and Suzuki answered the challenge bikes their own innovations. offered the FZ750 which was the in a series of bikes with 5 per cylinder. While it was still an 4, the cylinders were set at a 45 degree unlike the more typical vertical placement common to

The frame was rectangular section like the Honda.

It was into competitive environment that dropped the first GSX-R, it too a model ready to race in the new mandated by AMA Superbike rules. The had the most conventional engine of the a four valve per cylinder, four — it was a clear of the previous GS series of motors. was provided by what Suzuki as an air-oil mix.

Oil temps were kept low by a oil cooler, and engine internals designed to push the oil at pressure as a where it was most needed, the underside of the pistons. The principal for the bike was Hiroshi Fujiwara, a engineer.

The frame was the most aspect of the bike. Suzuki steel altogether and built the from welded square aluminium tubing. To gain the they wanted, the tubes quite large, giving the a unique appearance. Whereas the and Yamaha were fast bikes that could be raced, the Suzuki was clearly a bike that could be on the street. The seating position was the crouch, not the street rider’s one.

It shipped stock the motor tuned to deliver but could be easily boosted to 135 the race tuning kit. It was the of the superbikes by a good margin, only 388lbs. Styling too was and unique, with a signature fairing holding two round starting a trend that on supersport motorcycles to this [ 3 ]

Despite the excellence of the bike it was not to immediately dethrone the Honda who won the AMA Superbike series with the VFR from 1984 to 1988. In Suzuki did accomplish this By then the Suzuki had already the favorite of privateers , racers not by a factory.

Its relative simplicity to the V4), cost and reliability it the obvious choice for individuals on their own dime. Over it has also established an excellent in endurance racing winning the 12 times between 1993 and [ 4 ]

The 750cc GSX-R of 1985 was by an 1100cc version in 1986. If the bike was a fast and capable for the street, the 1100 was an exercise in raw and excess. A bit heavier than the at a claimed 435lbs, but with more power (130hp and torque.

Second Generation: [ edit ]

The second generation of by then available in 400cc and sizes (the latter for Japan), was released in 1988, initially on the flagship 750cc, the version as well as the smaller following a year later. The new GSX-R kept the same layout of the previous generation, but the was now made of large cast and parts, as opposed to the welded basic rectangular tubes as in the generation. New slingshot carbs another new feature, one that the model its nickname and were on the body with decals this innovation.

Between major revisions all received updates annually, quite significant, and the model was incremented with the next in the alphabet beginning with F for the model. The generations are marked by changes in the frame and/or

The second generation grew in (and weight) as suspension were continually upgraded to with the increased power and of the improving tires of the era. By the 750cc machine was up to 458lbs. was the first year where the round headlights were with a more aerodynamic

Third Generation: GSX-R liquid cooled. 1992 [ ]

In 1992 the GSX-R 750 was given the designation GSX-R 750WN the W signifying the first water-cooled The innovative air-oil design of was simply no longer able to enough cooling for the power the was putting out, now a claimed The weight of the previous year, was maintained while adding the cooling.

Fourth Generation: [ edit ]

A comprehensive redesign, using the same basic and engine architecture but shaving an 22lbs off the bike to get it down to The following year would be the for the double downtube / angled top frame design that had on the 1985 GSX-R.

Fifth Generation: the first of the style GSX-R — [ edit ]

The old frame design, a signature of the GSX-R was dated. By all of the manufacturers were using frames, and most of them stiffer and lighter than the frame, and featured large running in a straight line the steerer tube to the swing arm The 1996 followed this and along with the new frame a revised engine was used.

As a of this comprehensive redesign the began its return to the front of the racer pack, finally to achieve the AMA Superbike domination it had designed for a decade previously. The new allowed the GSX-R to win and impressive 10 of 11 AMA Superbike championships beginning in

The 1996 GSX-R was a return to the formula, with an emphasis on weight, not just raw power. was back down to an impressive

Sixth Generation: The most GSX-R ever — [ edit ]

The year 2000 saw a total redesign of the engine, now dual throttle valve fuel injection. A new frame was introduced in this model was lighter, and had a longer swing arm the previous model. Performance was and the 2000 model became one of the appreciated of all GSX-Rs. More a decade later, in 2011, World magazine would it as one of the greatest sportbikes of all time. [ 5 ] marketed the bike as the most GSX-R ever. [ 6 ]

The GSX-R 1000: 2001 [ ]

The GSXR-1100 was discontinued in 1998. a several year break a new GSXR was offered. In place of the 1100cc displacement of the old model a standard displacement of 1000cc was (This aligned better some racing series.)

The new was built with the modern architecture and it resulted in an even weight loss for the litre-bike: 487lbs to 374lbs.

Discontinued [ edit ]

Suzuki GSX 1250FA
Suzuki GSX 1250FA
Suzuki GSX 1250FA
Suzuki GSX 1250FA
Suzuki GSX 1250FA

Interesting articles

Tagged as:

Other articles of the category "Suzuki":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.