Suzuki UK Motorcycles

Suzuki has always been well-represented in the large capacity sportsbike sector with machines such as the GS1000, GSX1100, GSX-R1100 and from 2001 the GSX-R1000. This was a model that was to put Suzuki back at the top of the litre-class sportsbike pile, winning fans on the street and races on the track, as well as scooping the 2004 British Superbike title with John Reynolds and the 2005 World Superbike series with Troy Corser.

2001 Suzuki GSX-R1000:
Came into the class with a boom and swept to the top of the litre-class of sportsbikes. The K1 was an all-new 988cc, 180mph, 150bhp missile. Looks were derived heavily from the successful 750Y, as was the frame and chassis - although the frame was made from 0.5mm thicker aluminium to handle the extra power. To keep weight down to just 170 kilos, extensive use was made of titanium.

2003 GSX-R1000K3:
Major changes saw more power - 160bhp, more torque, much-improved radial Tokico brakes and an updated chassis, as well as new aesthetics which gave the GSX-R1000 a slimmed-down look. Weight was also now down by two kilos on the previous model. Two limited-editions were produced: a Mat Mladin replica in the USA and a KZ model in Europe, which featured black bodywork and gold wheels.

When the Suzuki GSX-R750 first exploded onto the scene back in 1985, it was a machine like no other. It looked exactly like a race machine and it fathered the current race-replica trend that we enjoy today. With a full-fairing styled on Suzuki's Endurance race machines, squat, bullish looks and the uncompromising ergonomics of a race bike; it was like no other production bike before. Performance was astounding thanks to the oil/air-cooled motor, race-developed double-cradle frame, brakes and suspension units. Over the years the GSX-R750 has changed completely, but each successive model is faithful to the original concept and unmistakeably a GSX-R. For more than 22-years the GSX-R range has provided 'power to the people' and long may it continue. For Suzuki the 750 class isn't dead, it's the cornerstone of the GSX-R range, and its popularity is plain for all to see in the annual sales figures.

1985 Suzuki GSX-R750F:
The GSX-R750 was the World's first race-bred production four-stroke sportsbike. Featuring a 100bhp motor with an Endurance-style chassis and an aerodynamic full-fairing complete with Endurance-aping twin-headlights. Dry weight was a featherweight 179 kilos and the bike ran on 18-inch wheels. This bike sired the current generation of race-replica sportsbikes we see on the road today.

1986 GSX-R750G:
Small changes to the GSX-R saw a 25mm longer swingarm and more powerful headlights. In this year a ,Double R' version for the US-market also made an appearance. This featured a dry-clutch, uprated suspension, amber Halogen headlights, a single-seat unit, fully-floating 310mm front brake discs and a steering damper. Many other features from the ,RR' ended up on the 750H.

1987 GSX-R750H:
In came newer, lighter front forks with NEAS (New Electrically Activated Suspension) from the previous year's ,RR' version, along with wider rear rims.

1988 GSX-R750J:
The first major model re-design incorporated changes to engine and chassis. The double cradle frame was beefed-up, the engine featured a short-stroke design and now pumped out around 112bhp although weight had crept up to 195 kilos. Gaping holes around the smoother, more aerodynamic fairing fed the SCAI � Suzuki Condensed Air Intake, which fed cool air to the carburettor intake for maximum efficiency.

1989 GSX-R750K:
Mainly aesthetic changes saw the end-can receive a stainless-steel sleeve. There were also now brake levers with four-way adjustability, revisions to the gearing and a 5mm longer wheelbase. A pillion cowling was also standard.

1989 GSX-R750RRK:
The double-R limited-edition homologation machine reverted back to the long-stroke motor with modified crank, crankcases, close-ration gearbox, con-rods and clutch. New 40mm ,Slingshot' carbs fed the motor, which had a claimed power of 120bhp and a dry weight of just 187 kilos. This machine was a single-seater only and featured attractive race-like aesthetics.

1990 GSX-R750L:
Using the ,RR's long-stroke motor, the L also had new pistons, combustion chamber design and 38mm Slingshot carbs. Inverted or ,upside-down' front forks debuted on this model, as did the signature remote reservoir shock. A wider rear wheel rim also carried fatter tyres. Power was now up to 114bhp with weight around the 193 kilo mark.

1991 GSX-R750M:
Another major aesthetic change came with the M, featuring a new fairing with twin tail lights and an aerodynamic headlight cover behind which the trademark twin Endurance headlights sat. Power was the same at 114bhp with weight around 208 kilos.

Suzuki's 600 family originally started in 1992 with sleeved-down versions of the GSX-R750 appearing on the US market only. The GSX-R600 family's real birth came in 1997, with a machine that was all-new, but heavily based on the existing GSX-R750 SRAD model. Both bikes looked similar and shared essentially the same dimensions, but the 600 had right-way-up forks instead of inverted ones. Over the years the bike has been constantly refined and developed, taking Supersports titles in the UK and around the World.

1997 GSX-R600V through to Y:
A 599cc machine aping it's bigger brother the GSX-R750. Power was a shade under 100bhp and the bike was instantly competitive in British and World Supersports series. The chassis comprised of an aluminium beam frame, right-way-up forks, an adjustable monoshock at the back and four-pot Tokico brakes. Weight was just 174 kilos. Mild updates during the life of the bike saw power increase to around 110bhp, but styling remain the same.

2001 GSX-R600 K1-K3:
First major update saw the bodywork mimic that of the 750Y, although still the best way to tell them apart was the lack of upside-down forks on the 600. Fuel-injection came in for the first time on a Suzuki 600 and power was up to around 115bhp with weight just 163 kilos. Special edition models included a Telefonica MoviStar replica and a version of the Alstare Corona machine, which in SRAD form had won the 1998 and 1999 World Supersport championship.