Suzuki GSX-R 750WT SRAD


Make Model

Suzuki GSX-R 750 750WT SRAD




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


749 c / 45.7 cub. in.

Bore x Stroke

72 x 46 mm

Compression Ratio


Cooling System

Liquid cooled

Engine Oil


Exhaust System

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


Wet sump


4 x 39 mm BDSR carburetors


Computer controlled electronic ignition

Spark Plug



8 Amp/hour



Max Power  

93.3 kW / 128 hp @ 12000 rpm

Max Power Rear Tyre

89.3 kW / 119 hp @ 10500 rpm

Max Torque

80.5 Nm / 8.2 kgf-m / 59.3 ft-lb @ 1000 rpm


Cable operated, wet multiple, coil spring


6 Speed, constant mesh
Final Drive #530 Chain, O-ring sealed, 108 links
Gear Ratios 1st 2.87 / 2nd 2.06 / 3rd 1.65 / 4th 1.43 / 5th 1.26 / 6th 1.12:1
Frame Conventional twin-beam aluminium construction

Front Suspension

43 mm Inverted telescopic forks, compression, rebound and preload adjustable.

Rear Suspension

Rising rate monoshock, compression, rebound and preload adjustable.

Front Brakes

2 x 310 mm discs, 6 piston calipers

Rear   Brakes

Single 220 mm disc, 2 piston caliper


Alloy, 3 spoke

Front Tyre

120/70 ZR17

Rear Tyre

190/50 ZR17
Rake 24°


Length  2055 mm / 80.9 in.

Width      720 mm / 28.3 in.

Height   1135 mm / 44.7 in.

Wheelbase 1400 mm / 55.1 in.

Seat Height

830 mm / 32.7 in.

Ground Clearance

130 mm / 5.1 in

Dry Weight 

179 kg / 394.6 lbs

Wet Weight 

194 kg / 427.7 lbs.

Fuel Capacity 

18 Litres / 4.8 US gal / 3.6 Imp gal

Average Consumption 

6.3 L/100 km / 16.0 km/l / 37.6 US mpg / 44.8 Imp mpg

Braking 60 km/h - 0 / 37 mph - 0

12.7 m / 41.6 ft

Braking 100km/h - 0 / 60 mph - 0

37.3 m / 122.4 ft

Standing ¼ mile

10.6 sec / 216 km/h / 134 mph

Standing 0 - 60 km/h / 37 mph

3.4 sec

Top Speed

269.6 km/h / 167.5 mph


White/Blue, Gold/Black, Yellow/Black
Road Test Motosprint 1996 Superbike Group Test

Bimota V-DUE vs Suzuki GSX-R750WT vs Aprilia RS250

Suzuki's fast and light original GSX-R750 had become the first modern race replica on its release in 1985. But although the 16-valve machine had been updated several times in following years, by the middle of the following decade it had become heavier and less competitive, and the GSX-R initials had lost their sparkle. Then, in 1996, Suzuki struck back in fine style with an all-new GSX-R that was lean, mean and shared the original model's no-compromise approach.


The frame was all new: a conventional twin-beam aluminium construction instead of the traditional, but taller and less rigid, GSX-R design. Despite its neat styling and distinctively swoopy tail-section, this made the Suzuki look rather ordinary - but riding it soon dispelled that idea. Even at a standstill the bike felt outrageously light and maneuverable. Once under way, the ultra-responsive GSX-R could be flicked into corners with astonishing speed and precision. Almost inevitably the ultra-short, light Suzuki could feel twitchy when accelerating hard over bumps. But its high-speed stability was generally very good thanks to the frame's rigidity and the control provided by sophisticated, multi-adjustable upside-down forks and monoshock. Fat radial rubber gave massive grip. The front brake combination of big twin discs and six-piston calipers, although rather wooden in town, was phenomenally powerful at speed.


Light and powerful

Simple statistics gave an indication of the new bike's fearsome performance. The GSX-R750T's peak power output of 126bhp matched that of Honda's CBR900RR and far exceeded all other 750s. The Suzuki weighed just 3951b (179kg), making it lighter than every 600cc four, let alone machines of similar capacity. It had the same steering geometry and wheelbase as Suzuki's RGV500 grand prix bike.


This motor's dramatically increased power output and reduced size and weight required some major modifications, notably the adoption of a ram-air intake system. Internal changes to the 749cc, 16-valve, liquid-cooled engine (Suzuki had dropped the original oil-cooled engine design four years earlier) included more oversquare cylinder dimensions, the camchain moved to the end of the crankshaft, cylinders set closer together, and numerous parts shrunk, lightened or both.

And the GSX-R750's rider certainly got to see plenty of speed. The engine thrived on revs, requiring frequent use of the six-speed gearbox to give of its best. Provided the rev-counter needle was kept close to the 13,500rpm red-line, the Suzuki provided searing acceleration towards a top speed of about 160mph (257km/h). Although there was nothing like as much performance available at lower revs, for such a single-minded machine the GSX-R was reasonably tractable.

Not everyone was initially pleased to see the new bike. Some hardcore GSX-R750 enthusiasts felt that it was not a true GSX-R; that by abandoning the original format of oil-cooled motor and cradle frame Suzuki had lost too many essential ingredients. Such doubts were normally very quickly forgotten once the new bike was ridden. Even the shortest of journeys was enough to confirm that this was every bit a true GSX-R750: super-fast, supremely agile and absolutely crazy.


Source of review: Fast Bikes by Roland Brown

The Revelation! Suzuki listened to its customers and brought the GSX-R750 back to where it should have been. With a new chassis, new engine, 39 mm carbs and new shape it importantly was down 20 kg to 179 kg with 128 hp and pin-sharp handling.

The GSX-R750T was again targeted for the Superbike crown using technologies derived straight from the 500cc GP racer. It even looked like the RGV500 works machine Kevin Schwantz rode in the World Championships the year before.

The new GSX-R750 model was as extreme as the first model a decade earlier. The wheelbase was shortened to 1400 mm and the new 24° caster aluminium twin-spar frame (instead of double craddle) was very rigid and the new engine an impressive work of egineering, being the most compact and lightweight engine in the class. The new short stroke (72 x 46 mm) water-cooled DOHC four-valve engine was titled 25 degrees forward. It feautured SCEM (Silicon Carbide Electro-Plate) cylinder to reduce cylinder pitch and use of straight ports and the new SRAD (Suzuki Ram Air Direct) induction and electronically controlled BDSR 39mm carburetors. Lightweight magnesium covers were used to the cylinder head, starter motor, clutch, drive gear and other areas. These and other weight savings enabled the new model to achieve the same BDSR 39mm carburetors. the original 1985 GSX-R750. The 43mm inverted tube front fork and rear shock were both fully adjustable.