Till oss som gillar 80talet... också!
- Thread starter Toyman pensionären
- Start date
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
Gott nytt år
Gott Nytt År. 2019 står för garage-dörren. Ska bli spännande.
1989, de blir 30-åringar 2019! Veteraner!
Suzukis GSX-R750RK 1989
During the 1985 - 1988 period, more and more people were attracted to the superbike and endurance racing competitions. The World Superbike Championship was established in 1988 and entered by a lot of teams of the big motorcycle factories. The design of the GSX-R model (both engine and frame) was at its highest level at that time and that's when a developer is going to take a look at the future of the design. For the second time in the history of the GSX-R, a limited version, the GSX-R750R Special Edition (the double R), was born. Because of the homologation rules for WSB racing, this special series was limited to 1000 pieces. From this 1000 pieces, only 200 pieces became available on the German market. A lot of bikes came from other countries to Germany but also some bikes went to other countries. If you wanted an RR in 1989, one had to pay some 12,250Euro to your Suzuki dealer.
The special developed part about this bike are:
- different crankshaft to normal street model ( CrMo 1000g less weight),
- reworked crankdrive, special for higher engine rate of revolution,
- new piston,
- cylinderhead was reworked,
- engine architecture goes back to the long stroke version,
- special Mikuni 40mm ‚constant-pressure‘- race carb’s, type BST40,
- raremetall exhaust, 4 in 1, special diameter,
- magnesium based cylinder-head-cover and both engine-side-cover,
- right sight cover and left sight engine cover with changed design for more cornering ability,
- a second oil cooler in coolingcircle before cylinder-head,
- the first oil-cooler was bigger designed (more air) and in it’s first time in a bend, curved,
- 6 step race-gearbox with a long first gear (goes till 120km/h),
- real RR electronic black box,,
- the bike-frame owns a special RR help-frame for the singel seat, but it is welded.
- special single seat with a small box in it for tools and rider pieces,
- the bike owns no feetangle for a second rider,
- the bike license rules show this bike as a real single bike,
- the back tire swing is overarmed, for more power race situation,
- different degrees/ front angle in steeringheader,
- wheelbase goes down to 1405mm ( comes from new rear swing-arm),
- special feather-suspension (stepless pressurecontrol) with external container,
- rear wheel feather- suspension is 4mm longer than normal, back tail is now higher,
- front fork comes from the normal street bike,
- the front brake-disk gets a new hole design,
- thickness of brake-disk goes from 4mm to 5mm,
- front tire size goes up to 130/70 ZR17,
- rear wheel size goes up to 4,5 x 17,
- back tire size goes up to 170/70 ZR17,
- bodywork in different plastic : fiberglas,
- quick fasteners for front plastics parts,
- bodywork has a special shape,
- and a special front bodywork holder,
- windsreen is not so high, it is deeper,
- front tire mudgard has a smaller design shape than normal,
- the fuel-tank is build up in aluminium,
- the fuel- tank owns a special design shape
- weight of bike is empty 187kg, complete 215kg, difference of 7kg less than street
PS: På sina ställen är uppgiften att endast 500 tillverkades!?
Mvh Toyman
Gott Nytt År. 2019 står för garage-dörren. Ska bli spännande.
1989, de blir 30-åringar 2019! Veteraner!
Suzukis GSX-R750RK 1989
During the 1985 - 1988 period, more and more people were attracted to the superbike and endurance racing competitions. The World Superbike Championship was established in 1988 and entered by a lot of teams of the big motorcycle factories. The design of the GSX-R model (both engine and frame) was at its highest level at that time and that's when a developer is going to take a look at the future of the design. For the second time in the history of the GSX-R, a limited version, the GSX-R750R Special Edition (the double R), was born. Because of the homologation rules for WSB racing, this special series was limited to 1000 pieces. From this 1000 pieces, only 200 pieces became available on the German market. A lot of bikes came from other countries to Germany but also some bikes went to other countries. If you wanted an RR in 1989, one had to pay some 12,250Euro to your Suzuki dealer.
The special developed part about this bike are:
- different crankshaft to normal street model ( CrMo 1000g less weight),
- reworked crankdrive, special for higher engine rate of revolution,
- new piston,
- cylinderhead was reworked,
- engine architecture goes back to the long stroke version,
- special Mikuni 40mm ‚constant-pressure‘- race carb’s, type BST40,
- raremetall exhaust, 4 in 1, special diameter,
- magnesium based cylinder-head-cover and both engine-side-cover,
- right sight cover and left sight engine cover with changed design for more cornering ability,
- a second oil cooler in coolingcircle before cylinder-head,
- the first oil-cooler was bigger designed (more air) and in it’s first time in a bend, curved,
- 6 step race-gearbox with a long first gear (goes till 120km/h),
- real RR electronic black box,,
- the bike-frame owns a special RR help-frame for the singel seat, but it is welded.
- special single seat with a small box in it for tools and rider pieces,
- the bike owns no feetangle for a second rider,
- the bike license rules show this bike as a real single bike,
- the back tire swing is overarmed, for more power race situation,
- different degrees/ front angle in steeringheader,
- wheelbase goes down to 1405mm ( comes from new rear swing-arm),
- special feather-suspension (stepless pressurecontrol) with external container,
- rear wheel feather- suspension is 4mm longer than normal, back tail is now higher,
- front fork comes from the normal street bike,
- the front brake-disk gets a new hole design,
- thickness of brake-disk goes from 4mm to 5mm,
- front tire size goes up to 130/70 ZR17,
- rear wheel size goes up to 4,5 x 17,
- back tire size goes up to 170/70 ZR17,
- bodywork in different plastic : fiberglas,
- quick fasteners for front plastics parts,
- bodywork has a special shape,
- and a special front bodywork holder,
- windsreen is not so high, it is deeper,
- front tire mudgard has a smaller design shape than normal,
- the fuel-tank is build up in aluminium,
- the fuel- tank owns a special design shape
- weight of bike is empty 187kg, complete 215kg, difference of 7kg less than street
PS: På sina ställen är uppgiften att endast 500 tillverkades!?
Mvh Toyman
Last edited:
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
Gott nytt år
Gott Nytt År. 2019 står för garage-dörren. Ska bli spännande.
1989, de blir 30-åringar 2019! Veteraner!
Yamaha FZR750R OW01 1989
World Superbikes will always remain a great championship in the mind of the motorcycle enthusiast, simply because it has produced some of recent history's most groundbreaking production machines. Motorcycles like Yamaha's FZR750R OW01 homologation special.
This motorcycle represented Yamaha's first real assault on WSB, and was a direct response to Honda's dominant RC30. Sure, in 1988 - the first year of WSB racing - Yamaha took second place in the championship with its FZ750, ridden by Fabrizio Pirovano, while Mighty Mick Doohan took the higher-specced FZ750R to three top podium places. But for Yamaha, the FZ750 and R were never more than stop-gaps as race bikes, there to keep the factory's toe in the racing scene while they busied themselves producing a serious piece of kit.
Yamaha introduced its FZR750R OW01 to the motorcycling public in time for the 1989 season. And it arrived with a lot more than a cool 'OW' factory racer designation.
"The OW01 was ahead of its time when it came out in the late '80s," says Steve Brown, an enthusiast who owns one of only 23 bikes that made it to his native Australia. "The frame was developed from the FZ750R but the aluminium was of much higher quality, so much so it wasn't even anodised. It got an Öhlins rear shock with remote hydraulic preload adjuster, a six-speed gearbox, loads of magnesium and titanium parts, and a proper race motor."
Like its FZ750 predecessor, the OW01 got an inline-four engine with a five-valve head (that's three intake and two exhaust, 20 valves in total), but with a difference - it was built for the race track. The pistons only had two rings, the con-rods were made of titanium, it had a close ratio gearbox, a four-butterfly EXUP valve and flat-slide carbs. This was no road bike engine: indeed the OW01, after Honda's RC30, was one of the first racers you could buy off the shelf for road use, and with it came a heavy maintenance schedule to keep it running sweet.
Despite the EXUP valve there to strengthen mid-range, the OW01 was rather peaky with not much of a power boost until 9000rpm, when it took off big time to reach the 14,000rpm redline. It actually made a stonking-for-the-'80s 119bhp - not bad when you consider its 1992 successor, the YZF750, struggled to make the ton. Whoever was fortunate enough to afford the whopping £13,200 price tag (the FZR1000R road bike was only £5,899) will have a vivid recollection of the chatter from the EXUP valve at tickover, while the flat-slide racing carbs made it a pig to ride on the road with anything less than perfect throttle control. Oh, and the two-ring pistons meant it burned a lot of oil.
Yep, the OW01 was too dedicated to make a good road bike, and we haven't even touched on the uncompromising riding position with high footrests, low bars and hard foam racing seat... But who cared? The feeling you got from owning a piece of kit that was making racing history made it all worth while. And it certainly marked the beginning of decent aluminium frames and sorted suspension on production bikes.
The OW01's frame was Yamaha's Deltabox type, developed from the FZ750R and beefed up for increased rigidity. A new swingarm with no bracing was also designed and the package could easily handle more power than the standard motor provided. In time, several owners took to coaxing the more powerful FZR1000 motor into the OW01 chassis.
However, out of 196 OW01s sold in the UK between 1988 and '91, only 88 were registered for the road. Needless to say, many owners bought the bike simply to keep in their living room. "I wanted to buy a new OW01 in 1989, but could never afford one," says Steve. "The opportunity came 14 years later to buy an original brand new bike, so I jumped at the chance. But it still has zero miles on the clock!" Or, of course, people bought one to go racing - for even more wedge you could buy the full Yamaha race kit along with the production bike.
Sadly, in three years' of WSB racing Yamaha's OW01 never claimed the championship. But it won 16 races out of 98 entered, and Terry 'Too Tall' Rymer became the first Brit ever to win a WSB race - and he did it on Yamaha's OW01. In 1991 Rob McElnea won the British Championship on his Loctite OW01 and Stateside, Eddie Lawson won the 1993 Daytona 200 on his. Never quite a world beater, but still a stunning motorcycle.
Ifrån Visordown.com
Mvh Toyman
Gott Nytt År. 2019 står för garage-dörren. Ska bli spännande.
1989, de blir 30-åringar 2019! Veteraner!
Yamaha FZR750R OW01 1989
World Superbikes will always remain a great championship in the mind of the motorcycle enthusiast, simply because it has produced some of recent history's most groundbreaking production machines. Motorcycles like Yamaha's FZR750R OW01 homologation special.
This motorcycle represented Yamaha's first real assault on WSB, and was a direct response to Honda's dominant RC30. Sure, in 1988 - the first year of WSB racing - Yamaha took second place in the championship with its FZ750, ridden by Fabrizio Pirovano, while Mighty Mick Doohan took the higher-specced FZ750R to three top podium places. But for Yamaha, the FZ750 and R were never more than stop-gaps as race bikes, there to keep the factory's toe in the racing scene while they busied themselves producing a serious piece of kit.
Yamaha introduced its FZR750R OW01 to the motorcycling public in time for the 1989 season. And it arrived with a lot more than a cool 'OW' factory racer designation.
"The OW01 was ahead of its time when it came out in the late '80s," says Steve Brown, an enthusiast who owns one of only 23 bikes that made it to his native Australia. "The frame was developed from the FZ750R but the aluminium was of much higher quality, so much so it wasn't even anodised. It got an Öhlins rear shock with remote hydraulic preload adjuster, a six-speed gearbox, loads of magnesium and titanium parts, and a proper race motor."
Like its FZ750 predecessor, the OW01 got an inline-four engine with a five-valve head (that's three intake and two exhaust, 20 valves in total), but with a difference - it was built for the race track. The pistons only had two rings, the con-rods were made of titanium, it had a close ratio gearbox, a four-butterfly EXUP valve and flat-slide carbs. This was no road bike engine: indeed the OW01, after Honda's RC30, was one of the first racers you could buy off the shelf for road use, and with it came a heavy maintenance schedule to keep it running sweet.
Despite the EXUP valve there to strengthen mid-range, the OW01 was rather peaky with not much of a power boost until 9000rpm, when it took off big time to reach the 14,000rpm redline. It actually made a stonking-for-the-'80s 119bhp - not bad when you consider its 1992 successor, the YZF750, struggled to make the ton. Whoever was fortunate enough to afford the whopping £13,200 price tag (the FZR1000R road bike was only £5,899) will have a vivid recollection of the chatter from the EXUP valve at tickover, while the flat-slide racing carbs made it a pig to ride on the road with anything less than perfect throttle control. Oh, and the two-ring pistons meant it burned a lot of oil.
Yep, the OW01 was too dedicated to make a good road bike, and we haven't even touched on the uncompromising riding position with high footrests, low bars and hard foam racing seat... But who cared? The feeling you got from owning a piece of kit that was making racing history made it all worth while. And it certainly marked the beginning of decent aluminium frames and sorted suspension on production bikes.
The OW01's frame was Yamaha's Deltabox type, developed from the FZ750R and beefed up for increased rigidity. A new swingarm with no bracing was also designed and the package could easily handle more power than the standard motor provided. In time, several owners took to coaxing the more powerful FZR1000 motor into the OW01 chassis.
However, out of 196 OW01s sold in the UK between 1988 and '91, only 88 were registered for the road. Needless to say, many owners bought the bike simply to keep in their living room. "I wanted to buy a new OW01 in 1989, but could never afford one," says Steve. "The opportunity came 14 years later to buy an original brand new bike, so I jumped at the chance. But it still has zero miles on the clock!" Or, of course, people bought one to go racing - for even more wedge you could buy the full Yamaha race kit along with the production bike.
Sadly, in three years' of WSB racing Yamaha's OW01 never claimed the championship. But it won 16 races out of 98 entered, and Terry 'Too Tall' Rymer became the first Brit ever to win a WSB race - and he did it on Yamaha's OW01. In 1991 Rob McElnea won the British Championship on his Loctite OW01 and Stateside, Eddie Lawson won the 1993 Daytona 200 on his. Never quite a world beater, but still a stunning motorcycle.
Ifrån Visordown.com
Mvh Toyman
Thomas Lofterud
Avdankad murvel
- Gick med
- 23 Jun 2005
- Ort
- Tokhult
- Hoj
- Triumph Sprint 900 -98, Honda Transalp -99, Yamaha FZ1 -07, Triumph Bonneville -65, Yamaha XT660R 2007
https://share.icloud.com/photos/0hWWcptbT6Pssnl-mADQD6eVA
Lillsukan har varit ute och rykt i sommar!
Lillsukan har varit ute och rykt i sommar!
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
Gott Nytt År. 2019 står för garage-dörren. Ska bli spännande.
1989, de blir 31-åringar 2019! Veteraner!
Honda VFR750R RC30 1988
Mvh Toyman
1989, de blir 31-åringar 2019! Veteraner!
Honda VFR750R RC30 1988
Mvh Toyman
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
God fortsättning 2019 är spännande.
1989, de blir 31-åringar 2019! Veteraner!
Ducati 851 1988
Med vänlig hälsning Toyman
80-tal
1989, de blir 31-åringar 2019! Veteraner!
Ducati 851 1988
Med vänlig hälsning Toyman
80-tal
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
1988 Honda VFR750F "RC24"
En tricolor önskar jag.... HRC färgerna. 1987/88
Prio 1 HRC färgschema, 2 vit, 3 svart .....
VFR750 kunde ses i SuperBike VM 1988,89 och 1990-1991 vid några tillfällen. Förmodligen några mindre race-team med begränsad budget. Men som ville vara MED
Hondas RC30 vart ju rejält dyr, först köpa gathojen och sedan hänga på race tillbehör. Många hade ju i flera år raceat med VFR750F hojen i modifierat race läge!
Med vänlig hälsning Toyman
Ifrån Wikipedia
The Honda VFR750F is a motorcycle produced by Honda from 1986 to 1997. Originally intended as a sports bike to compete with the Suzuki GSX-R750 and Yamaha FZ750 it was reassigned to a sports tourer with its replacement in racing by the Honda VFR750R followed by the introduction of the more rounded 1990 VFR750FL. The fully faired motorcycle was introduced with a 104 horsepower (77 kW) liquid-cooled double overhead cam (DOHC) V4 four-stroke engine. All generations of VFR750F since 1990 had an ELF-designed pro-arm single-sided rear swingarm and since 1986 had durable, gear-driven cams.[1]
The original VFR750F was first introduced to journalists after the 1985 Bol d'Or, and launched at Jerez, Spain. Introduced for 1986 as a complete redesign of the VF700/750F models in order to address some of the camshaft and bearing problems that had become associated with the first-generation Honda V4 engines, and to improve Honda's negative image concerning this engine. Compared to the VF750F, the new VFR750F had greater power output (104 hp up from 83 hp), lighter weight (claimed 20 kg), a lower center of gravity, a wider front tire, a slightly shorter wheelbase (15mm) gear driven cams and six rather than five gears.
"Tariff beater" 700 cc versions (VFR700F) of the first-generation bike were available alongside 750 cc versions in the US market, due to the tax laws in place at the time that penalized large-displacement imported motorcycles (in order to protect the troubled Harley Davidson Motor Company).
En tricolor önskar jag.... HRC färgerna. 1987/88
Prio 1 HRC färgschema, 2 vit, 3 svart .....
VFR750 kunde ses i SuperBike VM 1988,89 och 1990-1991 vid några tillfällen. Förmodligen några mindre race-team med begränsad budget. Men som ville vara MED
Hondas RC30 vart ju rejält dyr, först köpa gathojen och sedan hänga på race tillbehör. Många hade ju i flera år raceat med VFR750F hojen i modifierat race läge!
Med vänlig hälsning Toyman
Ifrån Wikipedia
The Honda VFR750F is a motorcycle produced by Honda from 1986 to 1997. Originally intended as a sports bike to compete with the Suzuki GSX-R750 and Yamaha FZ750 it was reassigned to a sports tourer with its replacement in racing by the Honda VFR750R followed by the introduction of the more rounded 1990 VFR750FL. The fully faired motorcycle was introduced with a 104 horsepower (77 kW) liquid-cooled double overhead cam (DOHC) V4 four-stroke engine. All generations of VFR750F since 1990 had an ELF-designed pro-arm single-sided rear swingarm and since 1986 had durable, gear-driven cams.[1]
The original VFR750F was first introduced to journalists after the 1985 Bol d'Or, and launched at Jerez, Spain. Introduced for 1986 as a complete redesign of the VF700/750F models in order to address some of the camshaft and bearing problems that had become associated with the first-generation Honda V4 engines, and to improve Honda's negative image concerning this engine. Compared to the VF750F, the new VFR750F had greater power output (104 hp up from 83 hp), lighter weight (claimed 20 kg), a lower center of gravity, a wider front tire, a slightly shorter wheelbase (15mm) gear driven cams and six rather than five gears.
"Tariff beater" 700 cc versions (VFR700F) of the first-generation bike were available alongside 750 cc versions in the US market, due to the tax laws in place at the time that penalized large-displacement imported motorcycles (in order to protect the troubled Harley Davidson Motor Company).
Last edited:
adrian_vg
Gör vintrarna osäkra för bildrullarna!
Grattis!!
Både gixxern och Yamahan har ett stag på bakre bromsen. Varför?
Kan inte påminna mig om att någon motorcykel har sånt längre.
Edit: Viffrarna och kawan också ser jag nu.
Edit2: Google-fu extravaganza, nu vet jag. ;-)
https://www.reddit.com/r/motogp/comments/a1hjcm/ducati_rear_brake_torque_rod/
Last edited:
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
På något sätt måste de ju säkra upp så att bromsoket/hållaren inte flyttar på sig när beläggen nyper om broms-skivan. Sedan så kan du ju fästa detta stag på olika Avstånd/ställen på svingen och få en reaktion som påverkar fjädringen på olika sätt, niger mer och mindre!
På nyare hojar sitter det ju ofta en klack som matchar ett uttag direkt på svingen och på så sätt fixeras där
mloren
Gudomlig sporthojare
Hej!
Lite märkligt att den tidningsbilden i Tonys inlägg tidigare här visar en ZXR750 -90 men benämner den som -89, den lilla bilden uppe i hörnet verkar dock rätt.
Det blev ju några uppdateringar redan till -90an jämfört med -89an, bland annat svingen och stötdämparlänkaget bak, samt färgfälten på frontkåpan.
Passar på att lägga en bild på min -89a som då också fyller 30 år i år
Lite märkligt att den tidningsbilden i Tonys inlägg tidigare här visar en ZXR750 -90 men benämner den som -89, den lilla bilden uppe i hörnet verkar dock rätt.
Det blev ju några uppdateringar redan till -90an jämfört med -89an, bland annat svingen och stötdämparlänkaget bak, samt färgfälten på frontkåpan.
Passar på att lägga en bild på min -89a som då också fyller 30 år i år
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
Hej!
Lite märkligt att den tidningsbilden i Tonys inlägg tidigare här visar en ZXR750 -90 men benämner den som -89, den lilla bilden uppe i hörnet verkar dock rätt.
FIXAT DEN DÄR BILDEN NU:::::
Det blev ju några uppdateringar redan till -90an jämfört med -89an, bland annat svingen och stötdämparlänkaget bak, samt färgfälten på frontkåpan.
Passar på att lägga en bild på min -89a som då också fyller 30 år i år.
1989
PÄRLA!
1989
1990
Last edited:
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
1988 Suzuki GSX-R 750 årskod J typ GR77B
En blåvit önskar jag.... 1988
Prio 1 blåvit, 2 rödsvart
Mvh Toyman
1988 Suzuki GSX-R750J
First major revision. New chassis design, engine revisions and body work. Introduction of a new short-stroke version of the oil-cooled engine, now displacing 748 cc. Engine had 73 mm bore and 44.7 mm stoke and could achieve higher engine speeds (13,000 rpm redline indicated, but rev limited engaged at 12,500 according to the Suzuki shop manual). Internal engine dimensions changed to accommodate the new bore and stroke. This engine used larger valves and carburetors than previous years. Mikuni model BST36SS carbs were 36 mm diameter and featured vacuum operated slides. The slide cross section resembled the shape of a slingshot. A four spring clutch was used on the short stroke motor . New styling, and twin black silencers. Wheels were now a 17-inch (430 mm) diameter, three spoke design and used a 160/60VR17 in the rear and 120/70VR17 in the front. Slingshot graphic first appeared on the bodywork. Forks now used a cartridge design and were 43 mm in diameter. The second generation model was heavier than the first but had a stiffer frame and more power.
2nd Generation Suzuki GSX-R750: Improving on a legend
New styling smooth and aerodynamic styling with big changes – Bigger valves, new high-lift camshaft, 36 mm contant-velocity semi-flatslide carbs and up rated suspension, wheels and tyres, 73 x 44.7 mm short-stroke motor, thinner piston rings and bigger main bearings. These new changes produced 112 hp at 11,000 rpm and model a dry weight of 195 kg. The lowered ground clearance and the adoption of 17? wheels which offered only a slim margin of error.
The 1988 Suzuki GSX-R750 was examined and changed, from the engine to the chassis: The fairing was redesigned for 5.7% less frontal projection and 11% lower drag. Shortened 1400mm wheelbase, lightweight aluminium alloy frame with 45mm box tube main section and the cast swing arm pivot offered 60% more ridity. Front fork stanchion tubes were increased to 43mm diameter with variable damper adjuster type inner rods. Full floating rear suspension with new linkage and needle bearings for smoothness. Opposed 4 piston brake calipers, new weight-saving hollow-typecast wheels and wide Michelin radial tyres.
The distinctive air-cooled with SACS engine received larger diameter oil hose and less restrictive joints for 20% increase in the coolant flow and the large 15 row cooler improved the cooling efficiency by 48%. The red line started at 13,000 rpm. Engine bore and stroke changed from the previous 70 x 48.7mm to shorter stroke 73 x 44.7mm to reduce reciprocating motion mechanical loss.
The new Slingshot carburetors were equipped with lightweight throttle valves for increased throttle responsiveness. Another important addition was the incorporation of SACI (Suzuki Condensed Air Intake) system bringing fresh air from ducts on the front of the fairing to the carburetor intake for maximizing cylinder charging efficiency.
1988 Suzuki GSX-R750 Specifications
Engine Type: 16-valve, 4-stroke, DOHC in-line four
Power: 112.00 HP (83.52 kW)) @ 11000 RPM
Torque: 74.4 N.m (54.9 ft. lbs.) @ 1 0000 RPM
Displacement: 748cc (45.64 cubic inches)
Compression: 10.9:1
Bore x Stroke: 73.0 x 44.7 mm (2.9 x 1.8 inches)
Fuel System: Carburetion
Ignition: Digital/Transistorized
Cooling System: Air-Cooled
Gearbox: 6-speed (1 down, 5 up)
Final Drive: Chain
Dry Weight: 195 kilograms (430 lb)
Seat Height: 830mm (32.7 in.)
Overall Height: 1135mm (44.7 in.)
Overall Length: 2055mm (80.9 in.)
Overall Width: 720mm (28.3 in.)
Ground Clearance: 130mm (5.1 in.)
Wheelbase: 1400mm (55.1 in.)
Front Tire: 120/70 VR-17
Rear Tire: 160/60 VR-17
Front Brakes: 320mm dual hydraulic disc
Rear Brakes: 220mm single hydraulic disc
Fuel Capacity: 5.54 gallons
En blåvit önskar jag.... 1988
Prio 1 blåvit, 2 rödsvart
Mvh Toyman
1988 Suzuki GSX-R750J
First major revision. New chassis design, engine revisions and body work. Introduction of a new short-stroke version of the oil-cooled engine, now displacing 748 cc. Engine had 73 mm bore and 44.7 mm stoke and could achieve higher engine speeds (13,000 rpm redline indicated, but rev limited engaged at 12,500 according to the Suzuki shop manual). Internal engine dimensions changed to accommodate the new bore and stroke. This engine used larger valves and carburetors than previous years. Mikuni model BST36SS carbs were 36 mm diameter and featured vacuum operated slides. The slide cross section resembled the shape of a slingshot. A four spring clutch was used on the short stroke motor . New styling, and twin black silencers. Wheels were now a 17-inch (430 mm) diameter, three spoke design and used a 160/60VR17 in the rear and 120/70VR17 in the front. Slingshot graphic first appeared on the bodywork. Forks now used a cartridge design and were 43 mm in diameter. The second generation model was heavier than the first but had a stiffer frame and more power.
2nd Generation Suzuki GSX-R750: Improving on a legend
New styling smooth and aerodynamic styling with big changes – Bigger valves, new high-lift camshaft, 36 mm contant-velocity semi-flatslide carbs and up rated suspension, wheels and tyres, 73 x 44.7 mm short-stroke motor, thinner piston rings and bigger main bearings. These new changes produced 112 hp at 11,000 rpm and model a dry weight of 195 kg. The lowered ground clearance and the adoption of 17? wheels which offered only a slim margin of error.
The 1988 Suzuki GSX-R750 was examined and changed, from the engine to the chassis: The fairing was redesigned for 5.7% less frontal projection and 11% lower drag. Shortened 1400mm wheelbase, lightweight aluminium alloy frame with 45mm box tube main section and the cast swing arm pivot offered 60% more ridity. Front fork stanchion tubes were increased to 43mm diameter with variable damper adjuster type inner rods. Full floating rear suspension with new linkage and needle bearings for smoothness. Opposed 4 piston brake calipers, new weight-saving hollow-typecast wheels and wide Michelin radial tyres.
The distinctive air-cooled with SACS engine received larger diameter oil hose and less restrictive joints for 20% increase in the coolant flow and the large 15 row cooler improved the cooling efficiency by 48%. The red line started at 13,000 rpm. Engine bore and stroke changed from the previous 70 x 48.7mm to shorter stroke 73 x 44.7mm to reduce reciprocating motion mechanical loss.
The new Slingshot carburetors were equipped with lightweight throttle valves for increased throttle responsiveness. Another important addition was the incorporation of SACI (Suzuki Condensed Air Intake) system bringing fresh air from ducts on the front of the fairing to the carburetor intake for maximizing cylinder charging efficiency.
1988 Suzuki GSX-R750 Specifications
Engine Type: 16-valve, 4-stroke, DOHC in-line four
Power: 112.00 HP (83.52 kW)) @ 11000 RPM
Torque: 74.4 N.m (54.9 ft. lbs.) @ 1 0000 RPM
Displacement: 748cc (45.64 cubic inches)
Compression: 10.9:1
Bore x Stroke: 73.0 x 44.7 mm (2.9 x 1.8 inches)
Fuel System: Carburetion
Ignition: Digital/Transistorized
Cooling System: Air-Cooled
Gearbox: 6-speed (1 down, 5 up)
Final Drive: Chain
Dry Weight: 195 kilograms (430 lb)
Seat Height: 830mm (32.7 in.)
Overall Height: 1135mm (44.7 in.)
Overall Length: 2055mm (80.9 in.)
Overall Width: 720mm (28.3 in.)
Ground Clearance: 130mm (5.1 in.)
Wheelbase: 1400mm (55.1 in.)
Front Tire: 120/70 VR-17
Rear Tire: 160/60 VR-17
Front Brakes: 320mm dual hydraulic disc
Rear Brakes: 220mm single hydraulic disc
Fuel Capacity: 5.54 gallons
Last edited:
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
80-talet
Bimota YB4IE 1988
Bimota YB4IE Modellen deltog i Superbike VM 1988, 1989
Mvh Toyman
Bimota YB4IE 1988
Bimota YB4IE Modellen deltog i Superbike VM 1988, 1989
Mvh Toyman
Last edited:
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
80-talet
Yamaha FZR750 1988
Limited Edition.,
Yamaha FZR750 Modellen deltog i Superbike VM 1988, 1989.
Mvh Toyman
Yamaha FZR750 1988
Limited Edition.,
Yamaha FZR750 Modellen deltog i Superbike VM 1988, 1989.
Mvh Toyman
Last edited:
Toyman pensionären
Toyman´s Superbikegarage, SBK1988-2002
80-talet
Yamaha FZ 750 1988
En röd vit önskar jag, Prio 1, blå vit som 2a
Yamaha FZ750 Modellen deltog i Superbike VM 1988, 1989
mvh Toyman
Yamaha FZ 750 1988
En röd vit önskar jag, Prio 1, blå vit som 2a
Yamaha FZ750 Modellen deltog i Superbike VM 1988, 1989
mvh Toyman
Last edited:
Nyheter
|
En vecka kvar!
Nu är det exakt en vecka kv... |
|
|
Farligt vilseledande alkomätare på marknaden
Ett stort oberoende test ut... |
|
Specialbyggd Yamaha XSR900 GP hyllar Rainey
För att fira den trefaldige... |
|
Vi provkör Indian Sport Chief RT
I Allt om MC nummer 8 som k... |
|
Ducati 996 SPS – fabriksny 99:a – såld för rekordsumma
När en hojfirma i Tombolo i... |
|
|
Äldre än en gentleman
Vi har fotograferat en 100 ... |
|
|
MV Agusta återgår till 100% eget ägande
MV Agusta Motor S.p.A. till... |
|
MV Agusta åter självständigt
MV Agusta Motor S.p.A. till... |
|
Kurviger – Appen som hittar vägarna du inte visste att du ville köra
Att köra motorcykel handlar... |
|
Nya europeiska riktlinjer ska höja kvaliteten på avancerad MC-utbildning
I samband med MotoGP-racing... |