Big sports bike thrills for relatively small money, VJMC’s Steve Cooper reports…
The sports bikes scene isn’t what it once was here in the UK but there’s still enough of a following for the various 600, 750 and 1000cc missiles that were once so dominant on Britain’s roads. Trends come and go, even on high-end performance machines, but if there’s been one constant throughout it’s the three-quarter litre Suzuki GSX-R 750. Kawasaki and Yamaha have offered strong competition on occasion with Honda doing its own thing, but only the Hamamatsu brand has so steadfastly kept the faith.
Those that go back to the mid-1980s can remember the impact created by the first Suzuki GSX-R 750. Quite simply, it blew everything else out of the water, pure and simple. On road and track the bike proved to be a phenomenal success to the point where the rival factories felt compelled to up their game or get left behind. The bike has remained in continuous production ever since and even if the odd model wasn’t always quite as good as it might have been, there’s always been a strong and loyal following for the three-quarter litre Gixxer.
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The Suzuki GSX-R750 SRAD was launched in 1996 with much fanfare and a graphic overlay against Kevin Schwantz’s RGV500 GP bike. The new 750 had the same wheelbase and steering rake as the race bike thereby implying, by association, it was going to be a serious weapon. The chassis was new, having moved away from a double cradle design to a twin spar set up for greater rigidity. Inside the heavily revised engine the bores were coated with SCEM (Silicon Carbide Electro-Plate) to reduce friction. The revised bore/stroke dimensions were intended to release more power at increased RPM. Electronically controlled 39mm carburetors were fed by the new SRAD (Suzuki Ram Air Direct) induction system, hence the new acronym. A determined programme of weight saving had been undertaken with magnesium alloys being used for the covers of the cylinder head, starter motor, clutch, drive gear, etc. The following year’s model carried only minor changes to cosmetics and aerodynamic improvements.
1998’s GSX-R 750 SRAD came with an all-new fuel injection system, making an already strong engine even better with a claimed power output of some 135 horses. Some gains had been made lightening internal engine components, but elsewhere the on-board electrics packages had been upgraded to better optimise fuelling for pretty much every given situation. 1999’s 750 SRAD changed little other than graphics and a wider rear wheel rim. After just four model years the bike was officially retired from the sales lists. It had been a strong seller, but Suzuki needed to keep up with, or ahead of, the field which meant a total and utter, head-to-toe redesign for their 750.
Not that the resultant bike was going to be significantly better at bringing in profits. The entire game had moved on and there were newer designs out there. Even as the SRAD had broken cover, Honda’s Fireblade was being revised and updated, yet even the once all-conquering CBR900RR was looking rather tired when compared to Yamaha’s phenomenal YZF-R1. If any bike really sounded the death knell for the 750 class, it was the game-changing R1.
With all the hype about the later one-litre sports bikes that were the weight and size of 750s you might, quite reasonably, think the once supreme three-quarter litre missiles were old hat. Suzuki in the UK was obliged to drop the 750 from the stock lists circa 2016 when the ever-tightening Euro emissions regulations effectively outlawed the bike. However, in markets that have less stringent requirements the Gixxer 750 is still a marketable entity. At the time of writing a new Suzuki GSX-R 750 was available in America for $12,849, proving there’s still a market for a good 750cc sports bike.
When the original GSX-R 750 came out in 1985 it rewrote the rules with its alloy frame and high-performance motor that was cooled by air and oil. Over some 30 models peppered across four decades, the bike has been continually revised and honed to give an exceptional riding experience. Some models have been better than others, but they’ve always delivered the goods. If, on occasion, a given model hasn’t been as cutting-edge as the competitions’, on occasion Suzuki has stepped up to the plate and revised the three-quarter litre Gixxer.
These SRADs currently fall between two stools. The earlier and earliest GSX-R 750s are already at, or approaching, classic status due to misty-eyed previous owners getting to the point where they can afford to relive their youth. At the other end the newer models are still considered relatively modern and thus command a premium. If you wanted to experience what all the hype was about sports bikes, now is the perfect time to buy a mid-90s SRAD before they, too, start rising in price. Know that the carb version is also the model used by Team Classic Suzuki in the Classic TT and won the centenary Classic TT last year with Michael Dunlop on board and came back from South Africa winning all four Classic races with Danny Webb on board. They really are rather special!
Many might be inclined to run a mile when a bike is described as being cheap as chips, but with the Gixxer’s long-established record you should be on solid ground. Avoiding track day bikes, the 96-99 SRAD 750s seem to start from as little as £1500 for something road legal and sub-40k on the clock. At between £2000 to £2700 there’s plenty to choose from and if you want a warranty, a clean and tidy example from a dealer really shouldn’t be more than £3500 to £4000.
For context, if someone offered you a bike that could top out in excess of 165mph you’d be interested. If the same machine could dispatch the quarter-mile in 10.6 seconds you’d be impressed. Now realise that this and a whole lot more could be your for less than half the price of a new GSX-R125 and wonder why the hell not?
BUILD QUALITY
Finish isn’t the best so avoid cosmetically challenged examples. Good examples need cleaning and coating in quality protectants.
FUELLING
Carburated versions can suffer from carb icing in cold/damp weather. Later fuel-injected models can feel a little primitive by modern FI standards.
BRAKES
Six-pot Tokico calipers are known to seize. Regular cleaning and fitting stainless steel pistons sort the problem. Alternatively, many were retro fitted with four-pot calipers which also fixes the issues.
HANDLING
Should be impressive even now. If not, check headstock bearings and suspension linkages. High-mileage bikes will benefit from fork servicing and new rear shock.
ENGINE
Robust if regularly serviced. Rattling sounds when cold indicate cam chain tensioner issues.
EXHAUST
Look for scabby header pipes. Aftermarket cans vary massively in quality. Bikes fitted with OEM units can command a premium.
REAR END
Originally came with pillion pad and seat hump. Make sure both are with the bike.
