Buying a used Suzuki GSX-R750  

For those of us who had a motorcycle licence 40 years ago (yep, it seems like a lifetime!), the announcement of a new Suzuki GSX-R750 in late 1984 for the 1985 model year was big, big news. 

The company produced dealership posters with a picture of the radical-looking bike and a simple message: 100hp (75kW) for 186kg, which was close to litre-class power in a motorcycle that weighed 30 or more kilos less than most performance bikes of the early 1980s. And it looked like a pukka endurance racer! 

Think back to the early to mid-1980s and you soon realise this was a watershed period for motorcycle manufacturers, particularly the Japanese factories. New models were being trialled at a mind-boggling rate and there was a sense that anything was possible. 

This was the period when we saw the brief rise of the turbo bikes from all four main Japanese makers, the two-stroke 500 GP replicas from Yamaha (RZ500) and Suzuki (RG500), plus Honda’s first V-four VF series and Kawasaki’s first liquid-cooled sports bike in the shape of the seminal GPz900R. 

In light of all this excitement Suzuki was putting the final touches on its ground-breaking GSX-R series. Staffers from that period have revealed there was considerable debate over even the most basic aspects of the machines. Design team member Akimasa Hatanaka said basics like the chassis were up for debate. “There were a lot of heated discussions,” he said. “How should we weld the frame? What materials are best? In a lot of ways, we were groping in the dark.” 

Colleague and team leader Etsuo Yokouchi felt that following what was happening on race tracks was key to success, commenting: “The motorcycle doesn’t know where it is being ridden!” 

With that in mind, much of what went into the first-generation GSX-Rs was developed on the GS1000R endurance racer of the period – a highly successful bike. 

Weight was a key consideration and, to that end, Suzuki ‘borrowed’ the air/oil cooling system from the race bike, rather than resort to liquid cooling. One of the key elements was oil-cooling jets reaching the underside of the pistons, a feature also used on the company’s XN85 turbo model.  

The GSX-R series effectively launched in three tiers: the GSX-R400 for the 1984 model year and largely a domestic model, the GSX-R750F for the 1985 model year and the GSX-R1100G for the 1986 model year. 

Australia was one of the first markets to receive the 750, in late 1984, and it caused quite a stir both in local production racing – Rob Phillis won the Western Underwriters 3-Hour at Adelaide International Raceway in 1985, which was its first major victory – and in the showroom. These things looked like an endurance racer: the dual headlamps, the flatslide carburettors (a major novelty on a production machine) and the rev-counter that started at 3000rpm. Wild stuff. 

Despite all the sexy gear, it wasn’t ridiculously expensive. The retail price back then was a competitive $5700 plus on-road costs. 

The series went on to have a huge impact both in competition and on the street, for a while helping to popularise the whole concept of a serious and narrow-focused sports bike for the road. 

Inevitably, the GSX-R has undergone a long and complex path of development across the decades. Along the way it switched to liquid-cooling and has adopted at least a basic level of electronics.  

In Australia, the model was dropped in 2022 though it continues in other markets. Here is a run-down on the highlights. 

On first encounter, the first-model GSX-R750 was a strange beast to ride – or at least for those of us with little race bike experience. It felt raw, sounded angry and gave the distinct impression it was built for one purpose only: to go fast and flick through turns. 

In fact, the first F model was just a little too willing to turn for some riders who complained of stability issues. Suzuki’s response was to lengthen the rear swingarm by 25mm in the second G model. 

Across the generations, we have seen them get heavier, then lighter again, with the horsepower figures going up and down, though generally trending up. 

While we started with 100hp (75kW) and 186kg dry, we’re now at more like 123hp (92kW) and 179kg dry. 

Regardless of all the changes over time, the riding experience has been surprisingly similar for its era. The sense of rawness and a little anger has remained. More importantly, Suzuki has leveraged the advantages of the 750 class as a platform. On the track, say for a ride day, it’s not as intimidating as a full litre-class machine, but it’s not much bigger than a 600 while having significantly more punch. In other words, a very happy compromise. 

Related: GSX-R750 articles on bikesales

As a broad generalisation, GSX-Rs have proved robust, reliable and straightforward to work on. Availability of service parts has generally been very good. However, access to older cosmetic parts, and some items such as early origjnal mufflers, has understandably become more difficult over time.  

The good news is there is ample service knowledge out there for these machines, particularly with long-term industry players such as Mick Hone Motorcycles in Melbourne. 

Regular oil changes with the correct grade for that model are absolutely critical. 

These have always been sports bikes and expected to perform, while some have been raced. That means you really need to treat each bike on its merits and make your best enquiries on ownership and how it’s been looked after. 

Hard or even extensive use isn’t necessarily a problem if the maintenance has been kept up. Neglect is a far bigger issue. 

One thing you may need to decide is whether you’re buying it as a potential classic or as a ride. As a classic, the early slab-side or ‘slabbie’ models are the ones to target – that is, the 1985-1987 models.  

Next in line for potential classic status is anything that’s approaching 30 years of age, which includes early SRAD bikes.  

Of course, homologations specials, particularly the first dry-clutch GSX-R750R, have special status. 

When it comes to buying a bike for a ride, buy the latest model in the best condition you can afford. While the GSX-Rs have always been good performers for their time, the quality of the handling and braking and overall responsiveness has inevitably made progress across the generations. Anything from the 2011 L1 through to (in Australia) the 2022 model should give you the best the breed can offer. 

If buying a GSX-R750 as a classic, be sure to do your homework on what it should look like. There has been some mixing and matching of parts between the 750s and GSX-R1100s, all of which can impact on resale value. 

A note of caution: we have seen a number of Japanese domestic market machines imported into Australia. At the time, they were restricted to 77hp (57kW) versus 100hp (75kW) for the export bikes. The big visual difference is the domestic models ran a three-dial instrument cluster with a big fuel gauge, while export bikes had two dials – speedo and rev counter. 

If you’re buying primarily as a ride, a thorough check-over is advised. Look for crash damage, poor replacements and worn components. The latter includes suspension leaks, brake pad condition, chain and sprockets plus tyres. All of this can add up to a substantial cost. If the standard exhaust is not fitted, ask where it is. 

Look for an owner/seller who can demonstrate some sort of service record or knowledge. These bikes are pretty tough, but sympathetic ownership can make the difference between buying a nail and something really good. 

Most importantly, get up to speed on what you’re looking at. There is an incredible range of GSX-Rs out there and sometimes the difference from one year to the next can be significant. 

Done right, you should be able to find a machine that offers incredible bang for your buck. Happy hunting! 

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