Burn the Hell's Highway

SUZUKI GSX-R750 2011 HIGHLIGHTS

Price : $11,999.00
Bodystyle : Super Sports Bike
Warranty : 12 months
Manufacturer Country : Japan
Model Year : 2011
Displacement (cc) : 750
Engine Type : Horizontal In-line

VEHICLE REVIEW

Incredible 2011 Suzuki GSX-R750, brand-new, redesigned 2011 GSX-R750 is the latest version of the original GSX-R – the championship-winning sport bike that is literally in a class of its own. While the unrivaled GSX-R750’s only challenge is outdoing itself, the all-new 2011 model responds with bold styling and exceptional performance. On the road or on the track, the 2011 GSX-R750 delivers a riding experience that is a breathtaking combination of outstanding engine performance, swift handling, compact size and light weight. The key to the GSX-R750’s racetrack-conquering speed and agile handling is the pairing of its powerful inline 4-cylinder, 16-valve 750cc engine into the lightweight, compact chassis of a 600cc Supersport. It’s a winning combination that will allow any rider to experience the exhilarating rush of a middleweight AMA Supersport bike. The original GSX-R set a design theme Suzuki engineers have followed with success ever since: Make the GSX-R respond to the rider and do what the rider wants, when the rider wants, how the rider wants. Concentrate on overall performance, not simple fashion. Take what is learned in professional racing, and apply it to production models in a continuous loop of engineering improvement. In the decades since then, the GSX-R750 has consistently outperformed anything else in its class, proving the slogan, Own The Racetrack. Would-be competitors finally gave up racing against the GSX-R750, and then stopped building 750 Supersports altogether. Developed in parallel with its smaller sibling, the GSX-R750 remains at the top of its game too with similar treatment to make it the best 750cc sports bike yet. Combing similar weight advantages over its predecessor, with the same shorter wheelbase and pin-point accurate chassis of the 600, the new GSX-R750 makes the perfect sporting road tool thanks to its over-square engine that produces a race proven bore/stroke ratio, in turn contributing to better efficiency, higher RPM and performance. Making both models stop as well as they go is the introduction of radial-mount Brembo Monoblock calipers with fully-floating front discs. Featuring 310mm discs and 32mm staggered caliper pistons, the GSX-R600 and 750 offer significantly enhanced braking performance, with the added bonus of decreased weight too, all adding to machines that offer class leading power to weight ratios in their class. Strong lines running from nose to tail, the GSR750 combines edgy styling with a strong specification that will boost rider confidence and flatter ability. A unique chassis that incorporates the best qualities of a compact tubular street bike frame and the pin-point accuracy of a twin-spar sportsbike frame, the new GSR750 tracks with real confidence thanks to 41mm KYB inverted front forks and an adjustable rear KYB shock absorber. Starting with the proven power-plant of the GSX-R750, engineers began with real pedigree, creating an engine more akin to a naked motorcycle – responsive with distinctive character, offering hard acceleration. Modifications to the GSX-R750 engine include revised cam profiles, intake and exhaust tracts and a 12.3:1 compression ratio that provides strong, linear torque starting at low RPM. With the valves set at a very narrow angle, the combustion efficiency is improved, therefore delivering better low-rpm, mid-range response, acceleration and fuel mileage as well as reduced emissions. With styling a large consideration in the bike’s development, the GSR750′s nimble chassis and punchy power is topped off nicely with modern, vented headlight shell, integrated instrument cluster, moulded rear-view mirrors, light and open radiator side panels and aggressive front bodywork. With particular consideration paid to rider comfort too, thanks to a well-shaped seat and textured fuel tank side panels, the GSR750 offers real world sporting ability. Efficiency is an important motorcycle engineering consideration. Combustion efficiency, for example, 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. Reducing mechanical losses by minimizing internal engine friction, reducing the weight of reciprocating internal parts and relieving crankcase pressure can increase mechanical efficiency, putting more of an engine's output to use actually moving and accelerating the motorcycle and also improving fuel mileage and reducing emissions. Performance efficiency is best expressed by the power-to-weight ratio, or, the comparison of a motorcycle's output to a motorcycle's weight. The more power and torque the engine makes and the less the motorcycle weighs, the better the power-to-weight ratio becomes. In turn, a better power-to-weight ratio can produce stronger acceleration, better fuel mileage and reduced emissions in many situations. Suzuki engineers paid special attention to making both the new GSX-R750.

Powerunit Engine

The inline four-cylinder engine is liquid-cooled with Suzuki Ram-Air Direct (SRAD) induction and a digital engine management system. Double Overhead Camshafts (DOHC) are driven by a link-plate chain off a forged crankshaft and open four titanium valves per cylinder through bucket tappets, with shim-under-bucket lash adjustment.

The valves are set at a narrow angle, 22.5 degrees for the GSX-R750, allowing a very compact Twin Swirl Combustion Chamber (TSCC)-with the intake valves set at 10.5 degrees from the cylinder centerline. The exhaust valves are set 12.0 degrees from the cylinder centerline.

The engine is oversquare, which means that it has a larger bore and a shorter stroke, producing a race-proven bore/stroke ratio which contributes to better efficiency and allows higher rpm.

The chrome-nitride coating is harder and smoother than conventional chrome plating, reducing friction and improving cylinder sealing; the rectangular upper compression ring is pushed out against the cylinder wall by combustion pressure, reducing blow-by and further improving cylinder sealing.

Each bore in the integrated aluminum-alloy cylinder-block/upper-crankcase casting is plated with Suzuki's own race-proven nickel-phosphorus-silicon-carbide coating, which reduces friction and improves heat transfer, durability and ring seal and is known as Suzuki Composite Electrochemical Material (SCEM).

Pentagonal cutouts in the sides of each cylinder bore are larger in terms of area than conventional round ventilation holes, allowing air trapped underneath each descending piston to more quickly escape to adjacent cylinders where the pistons are rising. The shape of the ventilation holes-wider at the top, narrower at the bottom-matches the actual flow of the trapped air, with more flow at the top and less at the bottom, and reduces pumping losses due to internal crankcase air-pressure resistance to downward piston movement. The larger ventilation holes also reduce overall crankcase weight.

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 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 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 1100 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.

Each GSX-R750 cylinder's two intake valves measure 29.0 mm in diameter while the two exhaust valves measure 23.0 mm in diameter. The redesigned intake valves are each 0.6 gram lighter thanks to a new, stronger titanium alloy and reshaped valve heads.

The GSX-R features 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.

At the heart of the SDTV system are two linked, double-barrel downdraft throttle bodies, each cylinder getting its own tapered barrel carrying two butterfly valves and two compact fuel injectors.

The secondary valve is controlled by the ECM, which monitors engine rpm, primary butterfly valve position (or how much throttle the rider has selected) and gear position, then opens or closes the secondary butterfly valve incrementally to maintain 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 latest fine-spray injectors each have 8 small holes for improved fuel atomization, which contributes to more complete combustion. The primary injector for each cylinder operates under all conditions, and the secondary injector adds more fuel during high-rpm, high-load operation.

The primary injector for each cylinder has been repositioned at a shallower, 35-degree angle from the throttle-body centerline, spraying atomized fuel below the primary butterfly valve and directly down the intake port, improving throttle response. Each cylinder's secondary injector is mounted at a 15-degree angle and is aimed to bounce sprayed fuel off the secondary throttle valve, improving atomization and combustion efficiency while also contributing to more linear throttle response.

The amount of fuel delivered by the injectors is determined by the ECM, and is controlled by injector on-time. The longer the injector is turned on and is 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), throttle position and readings from a sensor built into the exhaust system; the sensor monitors exhaust gas composition and allows the ECM to adjust fuel delivery for more complete combustion, reducing hydrocarbon (HC), carbon monoxide (CO) and nitrogen oxide (NOx) emissions. Secondary injector on-time is calculated based on throttle position and engine rpm.

A new, technologically-advanced, transistorized ignition control circuit developed in MotoGP racing and built into the ECM offers finer calibration and maintains more precise and stable spark timing, across the range of engine temperature.

The system uses an individual ignition coil built into each spark plug cap and fires 10 mm NGK spark plugs. Each plug has a fine, iridium-alloy electrode that produces a hotter spark (resulting in more complete combustion and improved throttle response), and delivers about double the service life of a conventional spark plug electrode.

An automatic Idle Speed Control (ISC) system is controlled by the ECM, reading coolant temperature and regulating the amount of air fed into the throttle body idle circuits when the engine is started in cold conditions. The ISC system improves starting, reduces cold-start emissions and stabilizes engine idle under varying conditions.

Suzuki's proven Pulsed-AIR (PAIR) system is controlled by the ECM and injects clean, fresh air from the air box into the cylinder head exhaust ports, reacting with unburned HC and reducing CO emissions. The amount of clean air injected into the exhaust ports is calculated based on throttle position and engine rpm.

A catalyzer, or catalytic converter, is built into the exhaust chamber mounted underneath the engine, to further reduce HC, CO and NOx emissions. The effective engine management and emissions control systems make the new GSX-R models cleaner-running.

The new GSXR750 features a completely new chassis designs, based on a more compact, lighter twin-spar aluminum frame with a 15 mm shorter wheelbase. The GSX-R750's wheelbase is now 1390 mm.

Rotating the engine rearward by 3 degrees around the countershaft sprocket made it possible for the engineers to reduce the distance from the front axle to the swingarm pivot while maintaining the race-proven steering geometry and without losing the needed clearance between the front wheel and the radiator at full wheel travel.

The shorter wheelbase better centers the combined machine/rider mass between the wheels, improving racetrack cornering and also shortening the reach between the seat and the handlebars. The shorter reach and slightly wider handlebar angle make it easier for the rider to reposition their weight while on the racetrack and also improve comfort on longer highway rides.

Each GSX-R 750's main frame is built using five welded-together castings. But changes in the size and shape of the main spar castings and the relocation of the connecting welds contributed to a 1350 grams significant reduction in frame weight for each model and also allowed the engineers to adjust torsional rigidity and enhance racetrack cornering. Each frame is also narrower at the seat, making it more convenient for the rider to reposition their weight for cornering on the racetrack.

The aluminum swingarm is also 900 grams lighter, thanks to a simplified design using fewer welded-together, cast parts.

The larger BPF piston and valving shims produce more effective, more accurate and more linear damping performance. The more controlled compression damping is especially noticeable during hard braking and at corner entry, delivering better feedback to the rider.

The BPF design also has minimized change in internal fork pressure throughout the stroke, improving response to small bumps and racetrack surface imperfections. And because the fork springs are relocated to the bottom of each fork leg where they are completely submerged in oil, foaming is reduced and damping performance remains more consistent.

Because the piston is located above the fork springs, maintenance on the racetrack takes less time. Rebound and compression damping can also be externally adjusted, using convenient screws built into the fork caps

The BPF forks installed on the newest GSX-R750 are 1040 grams lighter than the conventional cartridge forks used on the previous model. The weight reduction is helped by the use of an external nut to secure the redesigned and lighter front axle, versus screwing the previously used front axle into a reinforced boss built into the fork leg.

The single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height. The threaded spring seats used to adjust preload are now made of anodized aluminum alloy instead of steel, reducing weight by 90 grams. The spring itself is also 200 grams lighter and a new shock linkage is 490 grams lighter.

Suspension response is also improved by a 550 grams reduction in unsprung weight, thanks to a 210 grams lighter front and 190 grams lighter rear cast aluminum wheel set and a 150 grams lighter rear sprocket drum assembly.

Unsprung weight-which is the weight of the components between the suspension (or springs) and the pavement-has a huge effect on each wheel's ability to stay in contact with the racetrack surface. More contact means more traction, which is especially important when accelerating out of a corner on the racetrack, or when trail-braking into the apex of a corner on the racetrack.

An electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjusts itself for lighter steering at slower speeds and in parking lots, and delivers more damping force at racetrack and highway speeds.

The single 220 mm rear disc works with a new, lighter Nissin single-piston caliper that is 325 grams lighter than the caliper used on previous models.

Adjustable footpegs can be moved into a choice of three different positions in a 14 mm horizontal and vertical range, contributing to rider comfort with a more relaxed seating position on the street or allowing more cornering clearance and a tighter tucked-in position on the racetrack.

The rear brake pedal and master cylinder move together with the right footpeg assembly, and the shift lever linkage can be adjusted to accommodate changes in the left footpeg position.

The Suzuki Drive Mode Selector (S-DMS) system built into the 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 highway cruising and the other map for tight country roads.

The two available maps were also developed using racing experience. Switching from one map to the other is instantaneous, making it possible for the rider to use one map on one part of a racetrack and then select the other map for another part of a racetrack, useful in case of localized rain in only a few corners.

The system also allows the rider to switch from Map A to Map B to suit conditions at the end of a long race when the rear tire is worn, to use Map B when scrubbing in a new rear tire, or to choose Map A for a high-speed racetrack and Map B for a tighter racetrack.

The centerpiece 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.

A rolling-code anti-theft immobilizer system is standard in selected markets, with an additional LED indicator light built into the instrument cluster.

Lighter, Simpler Bodywork With Improved Aerodynamics

Both the new Suzuki GSX-R750 features exciting, aerodynamic styling and are even more streamlined and even more compact. The wind-tunnel development of the new model bodywork was done with a rider in place, because a motorcycle won't move very far or very well without a rider.

The work centered around giving both new GSX-Rs 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 55 mm and rear overhang is reduced by 35 mm. Seat height remains a relatively low 810 mm, and the top of the redesigned 17-liter fuel tank is lower, allowing the rider to tuck more completely.

The simplified bodywork uses fewer, thinner parts and panels with less overlap and fewer seams, 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. And when the engineers were finished, each set of new GSX-R750 bodywork and associated external parts weighed an astonishing 35% less (a full 3,400 grams) than the equivalent parts used on previous models.

The importance of reducing curb mass by 8 kilograms for the new GSX-R750 cannot be overstated. The integrated design team of talented Suzuki engineers analyzed 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. On the racetrack, less overall weight contributes to harder acceleration, stronger braking, quicker handling. Which can make the difference in getting to the finish line sooner.

Total Package

Designing a Supersport to Own The Racetrack isn't simply a matter of bolting together parts. It takes a total package, every feature contributing to helping the rider turn faster laps around the racetrack.

Consider the scene at a racetrack near you: The rider swings a leg over the latest GSX-R and warms up the engine. Clicking the bike into gear, he heads out onto the course, quickly upshifting through the close-ratio six-speed transmission and accelerating hard toward turn one.

At just the right point, the rider brakes hard and downshifts rapidly, the powerful, radial-mount Brembo front brake calipers scrubbing off speed while the GSX-R's back-torque-limiting clutch and BPF front forks help keep the wheels in line as the rider turns into the corner. Just past the apex, the rider rolls on the throttle and accelerates quickly over ripples in the track surface, the effective suspension and an electronically controlled steering damper helping the GSX-R smoothly follow the rider's selected exit line.

It could be during a track day for fun and excitement, or during a national race weekend for purse money and championship points. It is the product of Suzuki's integrated design approach, and the goal of every GSX-R: Own The Racetrack.

OVERVIEW SPECIFICATIONS

Engine

Bore (in) : 2.76
Bore (mm) : 70
Compression Ratio : 12.51
Cooling : Liquid
Cylinders : 4
Displacement (cc) : 750
Displacement (ci) : 45.8
Engine Configuration : Horizontal In-line
Engine Immobilizer : Not Available
Engine Type : 4-Stroke
Fuel Injector : Yes
Fuel Injector Size (mm) : 50
Fuel Requirements : Regular
Fuel System Type : Fuel Injected
Ram Air Induction : Yes
Starter : Electric
Stroke (in) : 1.92
Stroke (mm) : 48.7
Valve Configuration : DOHC
Valves : 16
Valves Per Cylinder : 4

Transmission

Heel Toe Shifter : Not Available
Number Of Speeds : 6
Primary Drive (Rear Wheel) : Chain
Reverse : No
Transmission Type : Manual

Suspension & Steering

Front Adjustable Fork Pre-Load : Yes
Front Adjustable Rebound Damping : Yes
Front Central Suspension Strut : No
Front Fork Diameter (in) : 1.6
Front Fork Diameter (mm) : 41
Front Suspension Brand Name : Showa
Front Suspension Type : Inverted Fork
Number Rear Shock Absorbers : 1
Rear Adjustable Rebound Damping : Yes
Rear Adjustable Shock / Spring Pre-Load : Yes
Rear Suspension Brand Name : Showa
Rear Suspension Size (in) : 1.6
Rear Suspension Size (mm) : 41
Rear Suspension Type : Twin Sided Swing Arm
Rear Swingarm Material : Aluminum
Steering Damper : Yes

Wheels

Chromed : No
Front Wheel Diameter : 17
Rear Wheel Diameter : 17
Tube / Tubeless : Tubeless
Wheels Composition : Aluminum

Tyres

Front Tyre (Full Spec) : 120/70 ZR17M/C 58W
Front Tyre Aspect Ratio : 70
Front Tyre Speed Rating : Z
Front Tyre Width : 120
Rear Tyre (Full Spec) : 180/55 ZR17M/C 73W
Rear Tyre Aspect Ratio : 55
Rear Tyre Speed Rating : Z
Rear Tyre Width : 180
Tire Brand : Bridgestone

Brakes

Anti-Lock Brakes : Not Available
Brake Brand Name : Brembo Monobloc
Front Brake Diameter (in) : 12.2
Front Brake Diameter (mm) : 310
Front Brake Type : Dual Hydraulic Disc
Front Caliper Pistons : 4
Linked Brake System Front to Rear : Not Available
Rear Brake Type : Hydraulic Disc
Rear Caliper Pistons : 1

Seats

Adjustable : No
Backrest Logo Plate : No
Detachable Passenger Seat : Not Available
Grab Rail or Strap : Standard
Heated Seat : Not Available
Number Of Seats : 2
Seat Backrest : Not Available
Seat Height (in) : 31.9
Seat Height (mm) : 810
Seat Location : Driver and Passenger
Seat Material : Vinyl
Seat Rail : Not Available
Seat Specifications : Standard
Seat Type : Two-Piece

Bodywork

Adjustable : Yes
Belt Guard : No
Body Material : Plastic
Brush Guard : No
Carburetor Cover : No
Chain Guard : Yes
Choke Knob Cover : No
Construction : Standard
Exterior Covers : Standard
Exterior Guards : Standard
Floor Boards : Not Available
Foot Peg Location : Driver and Passenger
Foot Peg : Material Steel
Fork Guards : Yes
Frame : Aluminum
Front Fender : Standard
Front Fender Material : Plastic
Front Fender Rail : Not Available
Front Fender Trim : Not Available
Hand Grip Material : Rubber
Hand Grips : Standard
Hand Guards : No
License Plate : Standard
Light Guard : No
Lower Fairing : Standard
Rear Fender : Standard
Rear Fender Material : Plastic
Rear Fender Rail : Not Available
Rear Fender Trim : Not Available
Rearview Mirrors Folding : Yes
Saddle Bag Guard : No
Sidecar : Not Available
Skid Plate : Not Available
Spoiler : Standard
Stand : Standard
Stand Type : Kick
Turn Signal Visor : Not Available
Upper Fairing : Standard

Fuel Capacity

Fuel Capacity (gal) : 4.5
Fuel Capacity (l) : 17

Colours

Black/Silver

Blue/White

DIMENSIONS

Adjustable Handlebars : Not Available
Adjustable Levers : Not Available
Adjustable Throttle : Not Available
Capacities : Standard
Cassette Player : Not Available
CB Radio : Not Available
CD Player : Not Available
Comment : Standard
Cruise Control : Not Available
Cupholder : Not Available
Dimensions : Standard
First Aid Kit : Not Available
Ground Clearance (in) : 5.1
Ground Clearance (mm) : 130
Handlebar Lock : Standard
Handlebar Pads : Not Available
Headset : Not Available
Heated Hand Grips : Not Available
Height (in) : 44.3
Height (mm) : 1125
Intercom : Not Available
Introduction Year : 2004
Keyless Ignition : Not Available
Length (in) : 80
Length (mm) : 2030
Major Revision Year : 2011
Manufacturer Country : Japan
Manufacturer Recommend Minimum Age : 16
Manufacturer Type : Super Sports Bike
Map Holder : Not Available
MIC Model Segment : ON-HWY Sport Bike 501-750cc
Power Outlet : Not Available
Previous Model Year Accessories : Yes
Radio : Not Available
Revision Status : Upgraded
Service Reminder : Not Available
Speakers : Not Available
Weight : Standard
Wet Weight (kg) : 190
Wet Weight (lbs) : 419
Wheelbase (in) : 54.7
Wheelbase (mm) : 1390
Width (in) : 28
Width (mm) : 710