2008 Suzuki GSX-R750 Test - Lone Wolf

The more powerful engine-management system also controls the updated ISC (Idle Speed Control) system fitted to the throttle bodies. The ISC not only manages idle speed by regulating intake flow through a bypass circuit via a stepping motor (including cold-start fast idle), but we also think it assists the slipper clutch in reducing engine back torque by increasing idle during heavy braking. The slipper-clutch unit itself has a different drive-cam shape and new clutch-plate material to work with the revised setup. And to minimize mechanical noise, new internal ribbing inside the clutch cover and oil pan helps cancel out resonance. Another feature made possible by the more powerful ECU is the addition of the S-DMS (Suzuki Drive Mode Selector) with three different maps, which is already found on nearly all Suzuki sportbike models now.

The increased breathing capabilities of the engine meant that a new larger, triangular cross-section muffler was needed in order to add internal volume while still quelling exhaust noise. Header-pipe diameter was decreased to 35mm to optimize exhaust-pulse scavenging for improved power output in the low-end and midrange rpm, and the SET (Suzuki Exhaust Tuning) valve remains in the collector leading to the underengine exhaust chamber to reduce noise and improve low-end power.

On the opposite end of the engine, the ram-air intakes have been repositioned as close as possible to the center of the fairing nose, where pressure is the highest. An internal louver system in the ram-air ducts reduces debris intake while smoothing airflow for increased efficiency by removing the previous screens at the duct entrances. New 10mm NGK spark plugs feature an iridium-alloy electrode that produces double the spark energy of a conventional plug.

On the chassis side, the rear subframe is now a lighter and simpler single-section die-cast unit instead of the previous piggyback construction, saving 125 grams of weight. A new Showa 41mm inverted fork features spring preload, rebound damping and both high-speed and low-speed compression-damping adjustments to complement the rear shock that sports the same adjustability. The steering damper attached to the lower triple clamp now has electronically controlled damping similar to the GSX-R1000 unit.

New die-cast aluminum-alloy wheels are lighter and more rigid thanks to a new offset/curved three-spoke design. OEM-spec variants of Bridgestone's superb new BT-016 tires are fitted on both ends. The 310mm front-brake discs use four additional floating pins per rotor (now 12) to promote heat dissipation and prevent heat distortion of the discs, and disc thickness is decreased from 5.5mm to 5.0mm. The front-brake radial master cylinder piston was made smaller (from 19.05mm to 17.0mm) for better response.

Unfortunately, as per the trend during the past few years with ever-tightening emissions regulations worldwide, the latest GSX-R has gained a few pounds. Our test unit tipped the scales at 447 pounds full of fuel, an increase of seven pounds over last year.