Some bike producers like to claim they one-upped the competition, while others say they "raised the bar" or "set a new standard". The Suzuki GSX-R750 took a different approach; it basically caused the extinction of its competitors.
The GSX-R already had an impressive history leading up to the release of the '96 model, which was the bike's 4th generation. At that time, the 750 class was still well-subscribed by the Big Four Japanese manufacturers, with Kawasaki introducing its third-generation ZX-7R that same year, and Yamaha soldiering along with its YZF750R that debuted two years earlier. Honda's only serious sportbike during this time was the ultra-exclusive $27,000 RC45, of which only 200 were imported into the U.S. in 1995 just to satisfy superbike racing homologation rules.
The Suzuki changed all that. Its performance was so stunning that the competition essentially gave up on the class. In 1998 Yamaha produced its last YZF750, and then followed Honda's lead in producing the homologation model YZF-R7 from 1998-2002, at which point it left the 750 class. The Kawasaki ZX-7R stuck it out until 2003, but it was only mildly updated until that point, and may as well have quit seven years earlier. Even the ZX-7RR homologation model with different frame, flat-slide carbs, close-ratio transmission and other modifications was no match for the GSX-R.
Inspired by Kevin Schwantz's RG500 Grand Prix bike, the 1996 GSX-R750 is also known among Suzuki fans as the SRAD, which stood for "Suzuki Ram Air Direct," the company's acronym for its ram-air system. The new GSX-R's biggest performance gains were its 50-pound weight reduction (422 pounds with an empty tank and 453 pounds full of fuel and ready to ride) from the previous GSX-R, and its approximately 116 horsepower at the rear tire. This put it in the same weight category as most 600s at the time, while having near-900cc horsepower. In fact, it actually bested the Honda CBR900RR in peak horsepower and top speed by a slim margin.
1996 GSX-R750
After a decade...
1996 GSX-R750
After a decade of gaining pounds and size with every year since the original flyweight '86 model, the '96 GSX-R750 completely stopped that trend in its tracks. Its 453-pound wet weight undercut its closest competition by 44 pounds, while its all-new engine cranked out almost nine more horsepower than the nearest rival.
After the initial shock of...
After the initial shock of being pounded by the '96 model, the competition were left senseless when the '98 model was fitted with fuel injection that bumped up horsepower to even higher levels. It also ushered in the age of quick fueling adjustments via electronics instead of the laborious task of changing carb jets.
The '96 GSX-R750 T model was...
The '96 GSX-R750 T model was one of the first to include nice touches that eased maintenance, like this prop for the hinged fuel tank that allowed access to the 39mm carbs. The wheel spacers and rear brake caliper hanger were designed to ease wheel changes.
Sporting a 13,500 rpm redline, the engine sported a more oversquare 72mm bore/46mm stroke configuration than the previous 70 x 48.7mm setup, fed by a bank of Mikuni downdraft carbs for the first two years of its design. These Mikunis, however, featured electronically-controlled slides for smoother throttle response. The SRAD featured two large through-the-frame air ducts leading to the oversized airbox; this was the first true ram-air system for the 750. Instead of the typical oil cooler as used on previous GSX-Rs, the 1996 model used a water/heat exchanger on the base of the oil filter.
By positioning the cam chain on the end of the crank and mounting the alternator behind the crankshaft instead of on the end, the engine lost a full 30mm of width. The crankshaft also lost one set of main bearings-going from six to five-as part of the space saving efforts. Another benefit of the narrow design was that the cylinder bores would be 5mm closer together; this was made possible by the use of nickel silicon carbide-plated aluminum cylinders, whereas the old model used iron press-in liners. Overall, the engine redesign shed a phenomenal 20 pounds.
The '96 model's fully-adjustable...
The '96 model's fully-adjustable 43mm Showa fork handled suspension duties well but was light on the rebound damping. The six-piston Tokico calipers and 320mm discs provided serious stopping power, but were disappointing in the feel and modulation department.
The all-new twin spar aluminum frame saved more than five pounds over the old model, while doubling the overall torsional stiffness. Wheelbase was 55.1 inches with a rake of 24 degrees and 3.8 inches (97mm) of trail, making for seriously quick handling. New six-piston calipers were used up front, and a 6-inch-wide rear rim with a 190-size tire debuted for the first time in 1996 also. The rear shock was a fully adjustable Showa piggyback unit, with a similarly-adjustable 43mm inverted fork. The swingarm was heavily braced to allow the bike to be competitive right out of the box. In preparation for competitive superbike racing series around the world, Suzuki offered a very trick race kit for the 750.