1985 suzuki gsxr 750




1985 suzuki gsxr 750

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  • The GSX-R was built to compete in the various worldwide championships as well as to be used on the street. It is considered as one the very first street-legal.

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    1985 suzuki gsxr 750

    1985 suzuki gsxr 750

    Retrieved 19 January To save weight, the designers specified an air-and-oil-cooled engine, rather than a water-cooled engine. New model - revised headlights, new colors, multi-mode power adjustments. Pricing current at the time of writing editorial. In the unrestricted USA bikes, the Powerjet circuit was jetted with a "zero" sized jet and activating the circuit simply required replacing the "zero" jet with a

    1985 suzuki gsxr 750

    1985 suzuki gsxr 750

    1985 suzuki gsxr 750

    1985 suzuki gsxr 750

    1985 suzuki gsxr 750

    Suzuki GSX-R Road Test - Classic Motorbikes

    In the mid eighties virtually every aspect of the motorcycling future was accurately predicted. The die for the Superbike category had been well and truly cast when the first Gixer took to the roads. In reality the Gixer was a real racer on the road with styling cues taken directly from the track machines of the day; the plus horses that the engine produced more than capable of doing the biz on track too.

    The aluminium chassis and magnesium engine covers looked trick and, hitting the scales with an all up mass of kgs, was certainly lightweight, but every component that makes it up appears to tortuously twist and warp with the extreme forces on tap. The early model was a lively beast that took some taming even though it was light years better than any road machine previously seen.

    1985 suzuki gsxr 750

    The long stroke engine configuration of the first model enabled the GSXR to take on the hooligan mantle so ably held previously by the LC and gave it a completely new meaning with adrenaline filled acceleration and serious treble figure performance. The maximum power was found half way between the 10 and the 11 digits on the dial while the redline arrived a further rpm up the scale making what was for the day, a real screamer. The way the engine delivered its horses to the rear wheel was certainly exciting with very little low down steam below rpm and a heady rush up to the top of the tacho with the needle hitting the vertical right on the limit of power.

    For the unwary if the power was impressive pottering around then it must have been positively shocking once the rev rose above the 7k mark with proceedings starting to happen very quickly indeed. The Mikuni flat slide carbs do help the low down driveability but it still gets the blood pumping when the two stroke like power band kicks in for real. The dash is pure race stuff with the three large readouts mounted in a foam surround with the tacho taking the pride of place smack bang in the middle of the proceeding exactly where a race bikes would be.

    1985 suzuki gsxr 750

    The speedo sits slightly to the left and the fuel guage, the same size as the other two for obvious reasons, flanks the right.

    The Gixer is a real gas guzzler especially as large amounts of right wrist are required to get it going making the bike a regular at the petrol station and an unpractical machine to ride over any long distances.

    The very first F model introduce in march was the shortest of the time with a wheelbase a mere mm in length, this coupled with the square section aluminium tubing frames inability to keep the wheels in line under power, exacerbated the flighty handling and the following year the machine was given an extra 20mm of swing arm in an attempt at steadying her down a bit. It certainly helped and the G spec Gixer became the machine to have if fast riding and track use was your bag.

    1985 suzuki gsxr 750

    The wheelbase remained lengthened for the next two years before being drastically reduced with the introduction of the J model which had a GP race bike like mm between each tyres contact patch as well as a sharp head angle and trail, potentially adding up to a flighty and difficult machine to control.

    The handling was kept well in check with a radically beefed up frame along with the latest in radial tyre technology and improved suspension, in particular the thicker walled 43mm fork stanchions. From onwards the engine was calmed significantly with the introduction of a shorter stroke engine giving strangely more mid range torque and driveability with some important gains in power and rev ceiling higher up in the range.

    Final video ACS 1986 Suzuki GSXR750



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