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Suzuki GSX-R series
Suzuki GSX-R is a series of sports motorcycles made by Japanese automotive manufacturer Suzuki since 1984.
In 1984, Suzuki released the first GSX-R (GSX-R400, internal model number GK71b), on sale only in Japan, taking advantage of licensing laws there which were prohibitive of bikes over 400cc. Then in 1985 a 750cc GSX-R was introduced and followed by an 1100cc version in 1986. If the 750cc bike was a fast and capable race-bike for the street, the 1100 was an exercise in raw power and excess. A bit heavier than the 750, at a claimed 435 lbs for the 750 and about 480 lbs for the 1100, but with considerably more power (130 hp stock) and torque.[citation needed] Previous to both of these models.
The first GSX-R of 1984 was a breakthrough model and the closest that any Japanese manufacturer had yet come to building a "race bike with lights". Throughout the 1970s the big four Japanese manufacturers had built bikes with a similar architecture: steel double loop frames, air-cooled transverse fours with either SOHC or DOHC configurations.
At the start of the 1970s two-valve-per-cylinder heads were ubiquitous, by the end of the decade four valve heads were available on the high end bikes. The similarity of the designs across brands and years led to the coining of the term "UJM" for Universal Japanese Motorcycle, which began with Honda's CB-750 of 1969.
These bikes were available in a variety of sizes from 350cc to 1200cc from all four of the Japanese manufacturers, and beginning in 1976 served as the basis for production-based race bikes in the American Motorcycle Association (AMA) Superbike Series. As a result of the experience on the race track it became obvious that the big UJMs were not ideal for racing. Weight was high, frames lacked stiffness and flexed in disturbing ways, power from the big motors overwhelmed the tire technology of the day.
Beginning around 1980 all four manufacturers began to modify the UJM formula in different ways to achieve performance advantages on the track and product differentiation in the market. In 1982 Honda introduced the VF series, which used a V4 rather than transverse-four motor configuration. The first model year only cruiser style bikes were offered, but in 1983 the first sport bike based on the V4 became available:the Honda VFR-750 Interceptor. AMA rules for Superbike racing were changed in 1983 to decrease maximum engine size from 1025cc to 750cc. The Honda Interceptor was ready to compete in this new category. In addition to the innovative V4 engine configuration, it was liquid cooled, and it sported a rectangular tube steel frame, to increase stiffness, as opposed to the more traditional round tubes of the UJM era. The Interceptor was a breakthrough for Honda, and it won many races, including Daytona, and was the second-place finisher in the series. A year later, in 1984 the entire front row at Daytona were Interceptors and Freddie Spencer repeated his win on the V4 Honda.
In 1985, both Yamaha and Suzuki answered the challenge with their own innovations. Yamaha offered the FZ750 which was the first in a series of bikes with 5 valves per cylinder. While it was still a transverse 4, the cylinders were set at a 45 degree angle, unlike the more typical nearly vertical placement common to UJMs. The frame was rectangular section steel like the Honda.
It was into this competitive environment that Suzuki dropped the first 750cc GSX-R model ready to race in the new size mandated by AMA Superbike rules. The GSX-R had the most conventional engine of the three: a four valve per cylinder, inline four - it was a clear descendant of the previous GS series of motors. Cooling was provided by what Suzuki described as an air-oil mix. Oil temps were kept low by a large oil cooler, and engine internals were designed to push the oil at pressure as a spray where it was most needed, notably the underside of the pistons. The principal designer for the bike was Hiroshi Fujiwara, a Suzuki engineer.
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Suzuki GSX-R series AI simulator
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Suzuki GSX-R series
Suzuki GSX-R is a series of sports motorcycles made by Japanese automotive manufacturer Suzuki since 1984.
In 1984, Suzuki released the first GSX-R (GSX-R400, internal model number GK71b), on sale only in Japan, taking advantage of licensing laws there which were prohibitive of bikes over 400cc. Then in 1985 a 750cc GSX-R was introduced and followed by an 1100cc version in 1986. If the 750cc bike was a fast and capable race-bike for the street, the 1100 was an exercise in raw power and excess. A bit heavier than the 750, at a claimed 435 lbs for the 750 and about 480 lbs for the 1100, but with considerably more power (130 hp stock) and torque.[citation needed] Previous to both of these models.
The first GSX-R of 1984 was a breakthrough model and the closest that any Japanese manufacturer had yet come to building a "race bike with lights". Throughout the 1970s the big four Japanese manufacturers had built bikes with a similar architecture: steel double loop frames, air-cooled transverse fours with either SOHC or DOHC configurations.
At the start of the 1970s two-valve-per-cylinder heads were ubiquitous, by the end of the decade four valve heads were available on the high end bikes. The similarity of the designs across brands and years led to the coining of the term "UJM" for Universal Japanese Motorcycle, which began with Honda's CB-750 of 1969.
These bikes were available in a variety of sizes from 350cc to 1200cc from all four of the Japanese manufacturers, and beginning in 1976 served as the basis for production-based race bikes in the American Motorcycle Association (AMA) Superbike Series. As a result of the experience on the race track it became obvious that the big UJMs were not ideal for racing. Weight was high, frames lacked stiffness and flexed in disturbing ways, power from the big motors overwhelmed the tire technology of the day.
Beginning around 1980 all four manufacturers began to modify the UJM formula in different ways to achieve performance advantages on the track and product differentiation in the market. In 1982 Honda introduced the VF series, which used a V4 rather than transverse-four motor configuration. The first model year only cruiser style bikes were offered, but in 1983 the first sport bike based on the V4 became available:the Honda VFR-750 Interceptor. AMA rules for Superbike racing were changed in 1983 to decrease maximum engine size from 1025cc to 750cc. The Honda Interceptor was ready to compete in this new category. In addition to the innovative V4 engine configuration, it was liquid cooled, and it sported a rectangular tube steel frame, to increase stiffness, as opposed to the more traditional round tubes of the UJM era. The Interceptor was a breakthrough for Honda, and it won many races, including Daytona, and was the second-place finisher in the series. A year later, in 1984 the entire front row at Daytona were Interceptors and Freddie Spencer repeated his win on the V4 Honda.
In 1985, both Yamaha and Suzuki answered the challenge with their own innovations. Yamaha offered the FZ750 which was the first in a series of bikes with 5 valves per cylinder. While it was still a transverse 4, the cylinders were set at a 45 degree angle, unlike the more typical nearly vertical placement common to UJMs. The frame was rectangular section steel like the Honda.
It was into this competitive environment that Suzuki dropped the first 750cc GSX-R model ready to race in the new size mandated by AMA Superbike rules. The GSX-R had the most conventional engine of the three: a four valve per cylinder, inline four - it was a clear descendant of the previous GS series of motors. Cooling was provided by what Suzuki described as an air-oil mix. Oil temps were kept low by a large oil cooler, and engine internals were designed to push the oil at pressure as a spray where it was most needed, notably the underside of the pistons. The principal designer for the bike was Hiroshi Fujiwara, a Suzuki engineer.