Responding to the desire of customers for the opportunity to handle a factory-style machine, the GSX-R750 was incorporated with all of the technologies and know-how obtained through Suzuki’s long experience in the Endurance World Championship and other races. This model was given a fully faired style with proven aerodynamics and inspired by aggressive-looking racing bikes. The GSX-R750 went on sale in Japan after debuting at the 1984 IFMA Motorcycle Show in Cologne. The DOHC 4-valve oil-cooled engine is equipped with the Suzuki Advanced Cooling System (SACS) and new Twin Swirl Combustion Chambers (TSCC), which generate a double swirl flow in each cylinder. The cutting-edge oil-cooled SACS features a new way of cooling the cylinder heads and pistons using jets of engine oil. This system enables dramatic improvements in engine performance and durability, while also helping to substantially reduce weight. By combining the Direct Air Intake System (DAIS) with a flat slide carburetor, the GSX-R750 generates maximum horsepower of 77 PS. This model also features a multi-rib angular frame made of aluminum that weighs only 8.1 kg, less than half the weight of a conventional steel frame. In fact, the dry weight of the GSX-R750 is only 179 kg, far lighter than other models in the 750 cm³ class that weigh well over 200 kg.

The popular high-performance GSX-R750 became a best-selling model in the 750 cm³ class in Japan with more than 5,700 units registered between March and December 1985 alone (source: Japan Mini-Vehicles Association). In 1986, a limited run of 500 models of the GSX-R750R was launched. Equipped with components such as a steering damper, dry clutch, and radial tires, this high-performance sport model features advanced technologies from the massively successful GSX-R750 racing-spec model, which won the 1985 Le Mans 24-hour endurance race, as well as the F1 category of the Japanese National Road Race Championships.

The newly designed aluminum frame utilizes large tank rails and aluminum forgings to increase rigidity by 60% to a level on a par with a racing machine. In addition to the adoption of a high-speed short-stroke engine, the flow paths of the Suzuki Advanced Cooling System (SACS) were enhanced to improve cooling efficiency and realize an ideal temperature distribution. A newly designed aerodynamic fairing reduces the frontal projection area by 5.7% and air resistance by 11%. This model also features the new Suzuki Condensed Air Intake (SCAI) system that feeds cool air from the ducts in front of the fairing to close to the carburetor intake. Other notable characteristics include the shortest wheelbase in its class (1,400 mm) and wide radial tires mounted on new hollow cast wheels.

In addition to being the first 750 cm³-class production model to be equipped with an inverted front suspension, the GSX-R750 also features fully adjustable shock absorbers at the rear. The bore × stroke dimensions, cylinder head, pistons, connecting rods, and crankshaft, were optimized based on the know-how obtained through the development of the limited-edition racing-spec GSX-R750R that debuted in April 1989. The GSX-R750 also features a wide range of technologies developed through racing, including a wide-port 38 mm carburetor, large radial flow U-shaped oil cooler, and low-profile radial tires, which help to realize superlative riding performance.

With this full-model change, the GSX-R750 was equipped with a newly designed liquid-cooled DOHC engine. To efficiently reduce engine heat under the harshest of riding conditions, a liquid cooling system was adopted for the cylinders and cylinder head, and paired with an oil cooling system for the pistons. This combination of high-performance liquid-based cooling systems and a liquid-cooled oil cooler was adopted to ensure durability and reliability. The engine is slim and compact, with a cylinder pitch 10 mm shorter and a crankcase width 57 mm narrower than the previous model. Computer analysis was applied to design an angular cross-section aluminum double cradle frame with 24% higher torsional rigidity. The inverted front forks, which were developed based on the know-how obtained from racing-spec models, are fully adjustable and feature both compression damping and step-less rebound damping. The spring initial settings can also be adjusted using a step-less mechanism to enable high-grade suspension performance in a wide range of riding scenarios.

With this model change, the GSX-R750 combines a newly designed 25-degree forward-tilted liquid-cooled in-line 4-cylinder DOHC 4-valve engine with a newly designed twin-beam aluminum frame (structured with two wide frame members located on each side of the engine). Features such as the Suzuki Ram Air Direct (SRAD) system and a new electronically controlled carburetor help to realize smooth response in the low rpm range and high power in the high rpm range. The GSX-R750 has a compact chassis with a wheelbase of only 1,400 mm, the shortest in its class. Furthermore, the 1996 GSX-R750 has a dry weight of only 179 kg, the same as the first generation GSX-R750, and substantially less than the 208 kg of the 1992 model. This was accomplished through the adoption of the new frame, which weighs around 3 kg less than the previous generation, and lightweight magnesium covers for parts such as the cylinder head, starter, clutch, and drive sprocket.

The GSX-R750 features a fuel injection system with a wide body throttle (diameter: 46 mm). This 2-stage system detects the coolant and intake air temperature, atmospheric pressure, intake pressure, throttle angle, and engine rpms before calculating the ideal air-fuel ratio based mainly on the engine rpms and intake pressure at low revs and mainly using the engine rpms and throttle angle as the revs and load increase. The ignition system uses a capacitor discharge ignition (CDI) coil. The GSX-R750 also features a wide range of other advances, including the adoption of lighter parts throughout the bike, particularly inside the engine, updated cam specifications, a close-ratio transmission, and reinforced rear shock attachments.

With this full model change, the GSX-R750 comes equipped with a new lightweight and compact engine designed to deliver the highest power in its class. In addition to a lightweight magnesium cylinder head cover, the cylinders were integrated with the upper crankcase to reduce weight and increase rigidity. The crankcase itself retains the iconic 3-way split format. These measures succeeded in reducing the weight of the engine by 4 kg. The double-valve fuel injection system on the throttle body combines a rider-operated throttle valve with an electronically controlled valve, resulting in higher torque, power, and combustion efficiency. With a lighter frame than the previous model and a wheelbase of only 1,400 mm despite a longer swingarm, the GSX-R750 delivers improved handling and traction. Thorough downsizing and thickness reduction measures applied to the cowling and other components result in a dry weight of only 166 kg, the lightest of any model in the GSX-R750 series to date.

The GSX-R750 features a compact, highly rigid, and well-balanced chassis due to a newly designed twin-beam frame that uses aluminum castings for the steering head and pivot, as well as tank rails that consist of aluminum extrusions with a split internal cross-section incorporating a reinforcing rib. Power is delivered from a 750 cm³ liquid-cooled 4-stroke in-line 4-cylinder DOHC 4-valve engine (bore × stroke dimensions: 72 × 46 mm) that includes titanium intake and exhaust valves, ventilation holes that connect between the cylinders, multi-hole injectors, and a large curved radiator, which help to increase maximum power by 5% and maximum torque by 2% compared to the previous model. The front brakes feature radially mounted calipers. These are essential items for any serious racer and substantially enhance both braking performance and feel. Due to the compact design of the engine and chassis, the bike has a dry weight of only 163 kg, 3 kg lighter than the previous model and the lightest of any GSX-R750 in history up to that point.

The superlative performance of the supersport GSX-R750 ranks it above other bikes in the same class. It combines the compact, excellent-handling chassis of the GSX-R600 with a highly responsive wide power band 750 cm³ engine. This newly designed compact powerplant is 34 mm lower and 57 mm shorter than the previous model. Complementing the compact engine and chassis, riding performance was also substantially enhanced by lengthening the swingarm by 35 mm, which facilitates shifts in rider weight and raises the flexibility of the riding position. The engine also features performance enhancements such as wider ventilation holes between the cylinders (diameter increased from 35 to 39 mm), breather reed valve covers, and twin injectors. A new auxiliary balance shaft and back-torque-limiting clutch were also adopted to enhance rideability and comfort.

This is the 750 cm³ model based on the newly developed GSX-R600. The performance of the R750 was fine-tuned by adopting features such as multi-hole fuel injectors (number of holes increased from 4 to 8), a larger muffler volume, electronically controlled steering dampers, a back-torque-limiting clutch, and the Suzuki Drive Mode Selector (SDMS). The slim and compact styling creates a perfect balance between weight, size, and performance.

The GSX-R750 combines a newly designed 750 cm³ liquid-cooled 4-stroke in-line 4-cylinder DOHC engine with the chassis of the GSX-R600 that was developed at the same time. The curb mass of the 2011 GSX-R750 is 8 kg lighter than the 2010 model with a 15 mm shorter wheelbase. These changes help to center the mass between the wheels, bringing better cornering performance and nimbler handling. These weight reduction efforts focused on the exterior plastic parts, muffler, frame, front forks, rear suspension, swingarm, and front brake calipers. Fuel economy in the WMTC mode was also improved by 10%. Its vertically stacked headlights make the bike instantly recognizable as a member of the GSX-R family, and a superb riding balance was realized with the help of compact and lightweight built-in turn signals and taillights. The newly designed engine is 2 kg lighter than the previous model. Mechanical losses were reduced and performance was improved at low and medium speeds. Adoption of the Suzuki Drive Mode Selector (SDMS) and a back-torque-limiting clutch results in markedly better rideability.