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Suzuki GSX-R 750 K2

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Make Model

Suzuki GSX-R 750 K2

Year

2002

Engine

Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.

Capacity

749 c / 45.7 cub. in.

Bore x Stroke

72 x 46 mm

Compression Ratio

12.0:1

Cooling System

Liquid cooled

Engine Oil

Synthetic,10W/40

Exhaust System

4-into-2-into-1 Stainless-steel exhaust

Lubrication

Wet sump

Induction

Fuel injection, 46 mm throttle bodies

Ignition

Digital DC-CDI

Spark Plug

NGK, CR9E

Starting

Electric

Max Power  

102.9 kW / 140 hp @ 12500 rpm

Max Torque

85 Nm / 8.7 kgf-m / 62.7 ft-lb @ 10500 rpm

Clutch

Wet, multiple discs

Transmission

6 Speed, constant mesh
Final Drive #525 Chain, O-ring sealed, 108 links
Gear Ratios 1st 2.78 / 2nd 2.05 / 3rd 1.68 / 4th 1.45 / 5th 1.30 / 6th 1.18:1
Frame Conventional twin-beam aluminium construction

Front Suspension

Inverted telescopic, coil spring, fully adjustable spring preload, rebound and compression damping

Rear Suspension

Link-type, gas/oil damped, fully adjustable spring preload and compression damping, 4-way adjustable rebound damping

Front Wheel Travel

130 mm / 5.1 in.

Rear Wheel Travel

130 mm / 5.1 in.

Front Brakes

2 x 320 mm Discs, 4 piston calipers

Rear Brakes

Single 220 mm disc, 2 piston caliper

Wheels

Alloy, 3 spoke

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17
Rake 24°
Trail 96.5 mm / 3.8 in.

Dimensions

Length  2055 mm / 80.9 in.

Width      715 mm / 28.1 in.

Height   1135 mm / 44.7 in.

Wheelbase 1410 mm / 55.5 in.

Seat Height

830 mm / 32.7 in.

Ground Clearance

130 mm / 5.1 in

Dry Weight 

166 kg / 366 lbs

Fuel Capacity 

18 Litres / 4.8 US gal / 4.0 Imp gal

Average Consumption 

7.4 l/100 km / 13.6 km/l / 32 US mpg / 38 Imp mpg

Standing ¼ mile

10.5 sec

Top Speed

280 km/h / 174 mph

Colours

White/Blue, Red/White, Black/Yellow

Review

Motorbikes Today

Suzuki's GSX-R750 is one of the longest running superbikes available today, and it has gained a legendary reputation over the years. From the first GSX-R750, introduced in 1985, to the current 2002 model, there have been seven major updates, and many more minor changes.

 

In the process, power has gone up from an optimistic 75kW (100 bhp) in 1985 to 105 kW (141 bhp) in 2000 and weight went up from 176kg (3881b) to 208kg (4581b) in 1992 before coming back down to 166kg (366 lb) in 2000.

 

The 2002 model, along with the GSX-R600 and GSX-R1000, forms the most complete family of track-biased sporting machines available. Its on-paper statistics are startling - it weighs just 166kg (366 lb), yet produces over 105kW (140bhp). The sharp, race-replica bodywork is wrapped around a taut, stiff aluminium twin-spar frame, with fully adjustable race suspension at either end.

 

The engine is a rather conventional design, with liquid-cooling, a 16-valve cylinder head and a six-speed gearbox. The fuel-injection is noteworthy though - its advanced dual throttle valve SDTV fuel-injection system uses a cunning combination of computer-controlled valves to match air flow to the engine's demands and the rider's throttle input, optimizing power production and delivery, while improving emissions control.

On the road, the GSX-R750 can be rather tiring, its focused nature and revvy power delivery making it a chore if the rider is not in the mood for fast, aggressive riding.

On a track, however, the situation is reversed - the GSX-R's chassis package makes getting the best from the motor very easy indeed.

 

The upside-down Kayaba forks are well-damped, and firmly sprung, while the rear monoshock never shows any hint of fade or overheating. The four-piston Tokico brake calipers work much better than the earlier GSX-R's six-piston items, and wide sticky radial tyres provide immense grip and stability. 

 

2002-03 GSX-R 750
Road Test by Simon Bradley

The more attentive and/or regular readers among you may have noticed that I talk about the GSX-R 750 quite a lot – in fact I make no secret of the fact that I own a 2000 model. So when Suzuki offered us a 2003 version to test it seemed like an ideal opportunity to see how much difference three years – a lifetime in modern motorcycle terms – would make.

Collecting the bike from Suzuki’s workshops reminded me of just how good looking it is. Even now, it’s still one of the best looking bikes to come out of Japan. The back end could probably benefit from a subtle modernisation but the overall effect is still very pleasing.

 

2003 models differ cosmetically by having lighter, simpler mirrors and slightly altered indicators. And that’s it. Clearly Suzuki’s engineers agree with the “if it ain’t broke, don’t fix it” philosophy. The chassis received some changes in 2001, adding the facility to adjust the swingarm pivot and thus change the chassis geometry, but only with parts which came with the full race kit. Engine changes, again in 2001, are limited to a subtle tweak of the injection which replaced the cable driven throttle secondary butterflies with stepper motor driven ones instead. In other words, there’s not a lot changed. Even the graphics are almost the same. Well, at least the learning curve shouldn’t be too steep.
 

GSX-R 750s were always the purest of the family – built solely as a platform for racer homologation and as such less compromising and more sharply focussed than all the other pretenders. This incarnation, though, while still very obviously race biased, is one of the more useable sportsbikes on the market. As a result it is blessed with a horn that works, mirrors that allow a view of the road rather than the elbows and a riding position that allows a day’s riding to take place without a pre-booked osteopath appointment at the end of it. Having had a 2000 model for three years, I can testify to it’s day to day usability as a commuter, tourer and trackday weapon par excellence, as well as anything you may care to think of between those extremes.

Riding the new bike is similar in many ways to the old, as you might expect. What seems to be improved, though, is the throttle response as the new butterflies work their magic making what was already the best injection on the market even better. The brakes are the same, being adequate without being particularly outstanding, and this is probably the only area of the bike that I would consider a weakness. Although they actually work quite well, the brakes lack the immediate bite that you might expect for a bike with this performance, and the slightly unnerving sensation of things not quite happening fast enough can dent the rider’s confidence in the ultimate ability of the machine.

Something else that hasn’t noticeably changed is the chassis, which is one of the finest ever made. Handling is excellent, with a crisp turn-in allied to excellent stability. The standard fit steering damper keeps a slightly over-firm hand on the front end, but becomes unnoticeable as speeds increase. The GSX-R seems completely unflustered by accelerating hard out of bumpy corners, trailing the brakes into greasy roundabouts, being chucked around with laden panniers and a squashy bag bungeed on the back, whatever. It just takes what you throw at it and gets on without fuss.

The motor is unusually flexible, pulling cleanly (albeit not very strongly) from low revs in any gear and delivering a wonderful rush of top end power. It sounds great too, with a lovely crisp rasp that sounds almost as though it’s barking at you as you blip the throttle. The gearbox is typically Suzuki, with a light positive action and plenty of feel through the cable clutch. It’s not the most frugal of bikes, being thirstier than some of the larger machines it is up against, but still manages around 130 miles before hitting reserve.

Overall, this is one of the easiest bikes to ride that I know of. There is enough power and torque to make rapid progress quite straightforward but not so much as to make the bike intimidating. The handling is nimble enough for track days while stable enough not to be nervous or twitchy. And the riding position is as committed or as relaxed as you are. The only reason it isn’t a best seller is the fact that people either want cheaper insurance and go for a 600 or they want the most of everything and so they go for the 1000. The demise of 750s as a World Class racing capacity hasn’t helped. But if you’re in the market for a supersports bike and you don’t want to work too hard to get anywhere then give the 750 a try. You’ll be amazed how little it gives away to the 1000, and you’ll be astounded how much quicker and easier it is than the 600.

Then you might just buy it…

 

Source Motorbikes Today