Own the racetrack

The GSX-R750 took over the grid in production-based races worldwide, becoming the racebike of choice for the new generation of road races. Model year after model year, with rider after rider, the one constant in the history of the GSXR-R750 has been the validation of the original concept, in the form of winning races and championships.

Eventually, the GRX-R750 drove would-be competitions to abandon the 750cc class altogether, both on the racetrack and in the marketplace, and doing so, formed the basis for the all-too-real slogan, Own The Racetrack. The success of the GSX-R750 is a matter of great pride to Suzuki, and to the engineers committed to keeping the GSX-R750's race-winning heritage alive and well, now and in the future. The GSX-R750's success has drawn-in serious sportbike enthusiasts and racers alike, inexorably, like a kind of gravity. Call it Gravity and Pride.

Since the beginning, the GSX-R750 has been all about the overall balance and handling and engine performance. For 2004, the GSX-R750 takes the balance to an entirely new level, In a compact, lightweight design producing a breathtaking combination of handling and sheer engine performance. The kind of light weight, compact size and easy handling a rider would expect from a winning 600cc sportbike. Packed with genuine Suzuki technology and wrapped in bodywork that not only delivers an exciting, distinctive new look, but also improves aerodynamics and the efficiency of the ram-air intake system.

A narrower, edge fairing with less weight and a smaller front area. Dual, vertically-stacked headlights and relocated ram-air intakes. Combined with a black frame and swingarm, radial-mount front brakes, a slash-cut muffler tip, and a compact, lightweight LED tailight. The 2004 GSX-R750 engine retains the previous model's same proven, race layout, Bore and stroke of 72.0mmx46.0mm,for 749.1cc of displacement. Double overhead cams, driven off the camshaft by a link-plate chain. Four valves per cyclinder, with bucket tappets. Liquid cooled.

Fuel injection with innovated SDTV (Suzuki Dual Throttle Valve) throttle bodies. Integrated upper crankcase and cylinder block, the aluminium cyclinder bores electro-plated with Suzuki's race-proven nickle-phosphorus-silicon-carbide coating, called SCEM (Suzuki Composite Electrochemical Material). Forged pistons with chrome-moly, shot-peened connecting rods.

And a six-speed transmission, with imput and output shafts to reduce crankcase length and make it possible to replace individual gears with optional race kit parts without disturbing the crankcase. But the 2004 GSX-R750 powerplant features a series of refinements designed to reduce overall weight and mechanical losses, improve combustion efficiency and improve power delivery while reducing exhaust emissions, making the most efficient 750cc engine ever built by Suzuki.

In a design feature straight out of the factory race department, the valves themselves are now made out of titanium, not steel, each valve weighing 6.9grams less and each exhaust valve weighing 6.4 grams a combined total weight saving of about 106.4 grams the advantage comes in the reduction of reciprocating weight and inertia force, which allows accurate valve opening and closing control to be maintained at 500-rpm higher maximum rpm by valve springs with a 25% lighter rate.

The lighter spring rate means less energy produced by the engine is used to open the valves, in turn reducing mechanical0 losses and increasing horsepower and torque reaching the rear wheel. As before the valve springs are made of a special steel alloy and use aluminium retainers.