Suzuki Gsx-R750
SUZUKI GSX-R75O
"You cao soap the Gixxer 11110 a coroer R11~ the frame just eats up the loputs. The beller the tires, the more you cao ahoy it; it rides the froot really well." I I UIII IIUV IUU% IIU%UU.
A MILD CASE OF INJECTION INFECTION
TRIED AND TRUE (IN RED OR BLUE) best describes the 1998 Suzuki GSX-R750. Essentially identicat to 1996-97 Gixxers, the '98 model has one significant addition: electronic fuel injection.
Drawing on their experience with the TL1000 Twin, Suzuki's engineers equipped the GSX-R with the same Denso engine-control module and sensors, and a double dose of Mikuni injectors. Four 46mm throttle bodies now reside where the 39mm Mikuni carburetors used to live, while a more powerful generator provides the voltage necessary to run the E in the FI.
The engineers didn't stop there, however. In an effort to boost midrange power, cam timing and lift were altered, the exhaust headers were made narrower and shorter, and a new, larger airbox with a TL1000-style,
electronically controlled flapper valve was added. Also, to shave a few ounces here and there, the GSX-R750 received GSX-R600-style narrowwaist case bolts, digital-direct spark plug caps with built-in coils and a slimmer, lower-friction #525 chain. Lastly, fueled by recent customer com plaints of tankslapping TL1000s, Suzuki bolted a non-adjustable steering damper below the GSX-R's bottom triple-clamp.
When last we tested a GSX-R750, it bested all corners to win our "Ultimate Sportbike Challenge" (CW, May, 1996). Though the Ducati 916 was fractionally quicker around the race track, the GSX-R was superior in all other facets of the test: quicker through the quarter-mile, faster on top, more comfortable on the street and a lot less expensive. Testers raved about its pinpoint steering, crisp handling, ultra-compliant suspension and eyepopping brakes.
My, how times change. All of a sud den, the GSX-R feels kinda uncomfort able on the street, kinda heavyhandling on the racetrack and seriously hurting for midrange power. And at $9299, it's a qualified bargain, costing between $700 and $900 less than the other three bikes in this comparison. Amortize that over a few years of loan payments, and the price difference is pretty insignificant.
What the GSX-R is, is fast, particu larly for a 750. Its 10.61-second quar ter-mile and 167.6-mph top speed came within fractions of the original carbureted 1996 model-and, it should be noted, bested the `98 CBR900RR's test results.
But while our testers mostly enjoyed riding the new GSX-R, there's no get ting around the fact that the addition of fuel injection hasn't helped its real world performance. In fact, it may have hurt it: As test rider Mark Cernicky commented, "The GSX-R was one of my favorite motorcycles last year, but the fuel injection on the new bike is terrible. It surges at steady rpm, and has an oriloff feeling exiting slow corners that makes you feel jerky even when you're being as smooth as possible."
Cernicky may have overstated his case somewhat, but the fact remains that if you're the slightest bit ham-fist ed, the GSX-R's fuel injection will put up a fight. Fortunately, the cure is the same as before: Call Dynojet for a jet
kit. Only now, you'll be plugging in a black box under the seat instead of dumping gas all over the garage as you fid die with the carbs. The addition of a steering damp er also hasn't helped matters, ii as it makes the A
steering artificially heavy. Remarked Ienatsch, "I don't like the steering damper's effect on slow-speed han dling. I don't think it's necessary." Combine the above flaws with the GSX-R's flat power delivery below
9000 rpm and the worst driveline lash of this group, and you've got a sure recipe for losing time. Sure enough, Canet posted his slowest lap times
on the GSX-R, with 60.07 seconds his best go-round. Still, it's a tribute to Suzuki's engi neering staff that the GSX-R750 was even deemed worthy to be included in what is essentially an Open-class sportbike comparison. Imagine what would happen if it measured 900cc!
Suzuki GSX-R750
Price $9299 Dry weight 430 lb. Wheelbase . 55.0 in. Seat height 31.8 in. Fuel mileage . . . 38.8 mpg 0-60 mph 2.8 sec. p 1/4-mile . . . 10.61 sec. @131.61 mph Horsepower. 113.8 bhp L @ 12,250 rpm Torque 54.8 ft.-lbs. @ 10,000 rpm Top speed . . . 167.7 mph
ps A Unbelievably fast for a 750 A Eerily smooth at freeway speeds A Rev-happy engine encourages spirited riding `~owns V Shouldn't fuel injection improve throttle response? V New damper makes steering heavy V Lackluster midrangewhere's the 900cc version?
