Kawasaki Vulcan 2. Motorcycle USA Technical jargon aside, the Vulcan is nothing if not a blast to ride. Y2. K? After touring Santa Barbara County for two days during the Vulcan 2. Team Green has thrown down the gauntlet and any manufacturer looking to top Kawasaki’s latest effort with a bigger, badder cruiser will have to put forth a monumental effort. The incredible displacement undoubtedly stands out, and there’s little question that its power and torque will bring a smile to your face. But there’s more to this package than motor much more. They wanted to create an incredibly powerful and well- handling machine that is as pleasing to the eye as it is to the loins. ID date name subject text 1 28/02/2004 12:19:05 Ticeman Engine swap Unbolt the old. Anything but a YZF engine. Among the earliest GSX models were the two-cylinder GSX 250 and the GSX 400. These Suzuki GSX models were the evolution of the GS series of two-valve-per-cylinder air. Find cool custom and classic cars, muscle cars, SUVs, and trucks and browse all 991,627 vehicle pictures, for sale info, parts and builder's page at CarDomain.com. A motorcycle's suspension serves a dual purpose: contributing to the vehicle's handling and braking, and providing safety and comfort by keeping the vehicle's. The engineers put in ample time to ensure this bike was ridable in every manner. The Vulcan was designed to do things other than go from point A to point B in a straight line like some of its powerful brethren. Yes, Kawasaki considered that some people enjoy touring curvaceous roads and canyon carving as well as cruising their local boulevard. Nestled in the double- cradle steel frame is the 2. V- Twin, and it’s everything you’d expect and more from a bike that is the largest production twin cylinder on the market. Basically, a twist of the throttle elicits an instant response from the rear wheel, pumping out torque that can be matched by only a handful of stock machines on the market, sportbikes included. While that number is measured at the crank, taking into account a 1. Even if dyno numbers are just semantics, I have the sore biceps and triceps to prove it. A claim of 1. 16 horsepower at 5. All those digits, fudged or not, equal one thing: big fun. Much to my delight, Kawasaki went to great lengths to ensure this behemoth behaved as much like a blade as the laws of physics would allow. Kawasaki opted to forgo overhead cams and instead used pushrods and four hydraulically actuated valves per cylinder to reduce engine height, helping keep mass low to the ground. We’re not insinuating the Vulcan feels small, but for a bike this heavy it moves like a 1. Passing lumbering trucks and clueless cagers on the 1. The five- speed transmission is remarkably smooth for such a big bike and performed admirably throughout the two- day ride. However, first and second gear are short, with first gear revving out extremely early. While cruising through town I most often found myself in second and third. Freeway riding is made more relaxing by having fourth and fifth gears overdriven to reduce revs at speed. At the heart of the successful EFI system is a set of atomizing injectors which split the air/fuel mixture into an ultra- fine mist, making the engine burn cleaner and more efficiently. The aural pleasantries of the Vulcan exhaust is due in large part to a single- pin crankshaft which provides V- Twins with that classic loping potato- potato sound. Suzuki GSX 1300 R Hayabusa : Year: 20 11. Engine: Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder: Capacity: 1340 cc / 81.8 cu-in. MSRP: Ducati 848: Suzuki GSX-R750: $13,495: $10,599: ENGINE: Type: Liquid-cooled, SUZUKI GSX-R1000 (2007-2008) Review. Published: 16 February 2007. Sections: MCN Review Owners' Reviews Photo Gallery Facts & Figures History & Versions. Creating a good exhaust note while simultaneously eliminating vibrations is usually an engineering nightmare, but Kawasaki did an excellent job of quelling the majority of shake with dual counterbalancers and a rubber- mounted engine. The traditional 4. With nearly 8. 00 pounds to track through high speed corners, the suspension and rigid frame does a good job of eliminating chassis flex. Unlike most cruisers which become a swaying mass of iron and chrome in tight corners, the Vulcan tracks well through the twisties and it provides decent feedback. A sportbike the 2. I’ve ever ridden. Ground clearance is about typical for a sporty cruiser, and the Vulcan remains stable even when the floorboards erupt in a shower of sparks. Up front, a hefty 1. The brakes were spot- on during my two- day experience and rarely did I find myself looking for additional support from the rear binder. When I did want to scrub off speed, the trio brought the hulk to an abrupt halt. The 6. 6. 6 inch wheelbase is perfect for taller riders who want to stretch out on the road. Relaxed, raked- back handlebars leave the arms and hands at a comfortable riding position, and it works in harmonious union with the bucket- style saddle. The low- slung seat rests 2. Feet rest comfortably on the stock floor boards, and the oversized foot controls ensure solid shifts and braking. Aiding in the clean appearance is the low- profile speedo, which sits atop the gas tank with a gas gauge and a series of indicator lights nestled below on the same apparatus. The stretched 5. 5 gallon gas tank gives the 2. The first thing that stands out about the 2. The four- bulb headlamp is a stunning functional and design feat, but it may alienate those with more conservative tastes. Inside the shroud resides an unusual lamp configuration, a single light (normal mode) tops three horizontal projector- beam bulbs which activate when switched to high- beam mode. Instead the Vulcan 2. Triumph’s massive new 2. Rocket lll can compete in terms of displacement, but its base price is $1. However, when the trends and fads die down, there will likely be only a few bikes with true staying power. Something tells me that Kawasaki’s Vulcan 2. Suzuki GSX- R7. 50 - Expect The Unexpected. Comparison Test. In the sport of boxing, Muhammad Ali is widely regarded as the greatest of all time. His upsets against Sonny Liston, George Foreman and Joe Frazier easily cemented his place among boxing greats. Using charm, showmanship and a confidence bordering on arrogance, he was expected to win each time he strapped on his gloves- which he usually did. However, when athletes are at the top of their game they can become complacent and fail to train with necessary gusto or correctly evaluate their opponent. This is when upsets usually occur. For example, 1. 97. Muhammad Ali was slated to fight Chuck Wepner, a definite underdog in the sport. During the fight Ali was up to his usual antics, taunting his challenger and dancing around the ring- that is, until Wepner landed a punch that sent Ali to the mat. Ali quickly came to his senses and knocked Wepner down for the count. What does any of this have to do with motorcycles, you ask? Well, in many circles Suzuki's GSX- R7. Muhammad Ali of sportbikes, if you will. Although it doesn't really have much competition, we're glad Suzuki has stuck to its heritage and is keeping the bike alive. Many critics (ourselves included) have praised previous versions of the bike as being the best compromise between a 6. Its light and nimble chassis acts like a 6. We like that. Being alone in a class of one is rather boring, so we decided to test the venerable Ducati 8. Suzuki. If you've been reading SR for a while, dig into your stash of old magazines and see if you can find the last time we pitted the GSX- R7. The old model was best suited to run against 6. Ducati has upped the ante with the 8. On paper this looks like an easy win for the 'Zook, but numbers only tell half the story. In the blue corner we have the Suzuki. In the red corner sits the Ducati. Our venue for this evening is our home track: Buttonwillow Raceway. The gloves worn by both of our contenders are the Avon Viper Xtremes (see sidebar on page 6. We've already covered the details of both bikes in previous issues, so we won't bore you with that this time around. El Jefe Kunitsugu was all smiles during his first ride on the Suzuki at Willow Springs (. Furthermore, FNG Siahaan had plenty of time to get acquainted with the Ducati during his combined street and track test in the Jul. So without further ado- let us begin! Tale of the Tape. The obvious differences between the two are the engines- an inline- four versus a V- twin. The GSX- R's 7. 49cc inline- four features Suzuki's dual throttle- valve system (SDTV) and dual injectors per cylinder. These injectors now feature eight holes instead of four for improved fuel atomization and more efficient combustion. Other updates for 2. S- DMS, a more powerful ECU and a larger exhaust system. The 8. 48 actually has 1. Japanese counterpart, and the Testastretta Evoluzione L- twin layout is the most advanced design to date. Like its 1. 09. 8 older brother, the 8. But unlike the Suzuki (and 1. R), fuel is only fed through a single injector. Both bikes feature radial brakes and fully adjustable suspensions fore and aft, though the Ducati's rear linkage is not adjustable for ride height; we noted this as unusual and an obvious cost- cutting method in our full test. Prefight Warmup. Middleweight bikes have always had a place in our hearts for their perfect balance of power and handling, both on the track and on the street. These two contenders are no exception. The Ducati's racetrack pedigree is evident- the solid chassis is at home in the twisty bits and flicks from side to side with ease. Enginewise the 8. Brakes on the Ducati are excellent as well. The Brembo four- piston calipers give great bite, and the steel- braided lines provide a positive feeling at the lever. On the downside, the Ducati's rear suspension is rather stiff on the street, its setup more suited to racetrack use. Also, the 8. 48 seats the rider high with a long reach to the bars. Many of our testers felt this seating position to be unnatural, and sometimes painful, in everyday riding situations. Then there's the trademark Ducati underseat exhaust. Sure, it keeps the classic Italian look, but it roasts a rider's backside in no time. While we started to form a hate- it- or- love- it relationship with the 8. GSX- R7. 50 during our street ride. The bike is 6. 00- like in its willingness to turn and rock- solid while on its side. Figuring there was no use in increasing peak horsepower, Suzuki engineers decided to focus their attention on the middle Gixxer's midrange. The result is an engine that's perfect for street use. Crack open the throttle once you round a bend and the power is immediately there- unlike a 6. Another trait the 7. GSX- R lineup is near- seamless fueling. Throttle lag is all but nil, and that translates into an almost telepathic bond between your throttle hand and the engine. The suspension negotiates the bumps nicely, too. However, our riders were split on the brakes. Some preferred the soft initial bite that became progressively firmer, while others couldn't get comfortable with the lever feeling . Unlike the 8. 48, there were no complaints about the ergonomics on the GSX- R7. When riding, the pilot feels like he's sitting in the bike rather than on it. Reach to the bars feels natural, and even our tall guy Holst liked the position of the pegs. With that, round one goes to the Suzuki. The Ducati has the edge on the brakes and scores points based on its strong chassis, but our judges didn't like the suspension and the uncomfortable seating position on long rides. By contrast, where the 8. GSX- R7. 50 is utilitarian. Its engine is more versatile than the Duc's, the suspension is better calibrated, and the ergonomic package doesn't leave you searching for a chiropractor after each ride. Getting Down To Business. Elsewhere in this issue you'll see our cover story pitting Ducati's thinly masked superbike, the 1. R, opposite a Honda CBR1. RR featuring Ammar Bazzaz's traction control kit. To maximize our track time we brought these two bikes along as well. Again, all of our testers felt immediately comfortable on the GSX- R7. Holst went on to proclaim that . Most of our testers found the gas tank to be too narrow and difficult to brace during hard braking. Further, the rider triangle of the bars, seat and pegs just didn't feel right. Out on track the 8. As we noted in our full test last month, the chassis is superb- on par with, if not better than, its Suzuki counterpart. Its agility and flickability inspired confidence in all our riders, which translated into quick lap times right out of the box. In fact, of the four bikes circling the track, the 8. But as great a chassis as the Ducati offers, again it is let down by budget suspension. This is where the Suzuki shows its dominance; though it may not be as nimble as the Ducati, it's by no means a slug. Chassis transitions remain quick, but when coupled with a suspension package that keeps in mind bumpy U. S. The bike's feedback to the rider is almost a direct connection to the front tire, while the Ducati leaves you wondering what's going on down there. On our street ride we noticed the Ducati rear shock felt stiff for street use- our guess was that it was damped for the track. At the bumpy Buttonwillow test track three of the four testers agreed and felt the rear was planted and never a cause for concern. New Guy Siahaan also felt the same way after his experience with the 8. Spring Mountain Motorsports Park (. Conversely, the fourth tester didn't like the way the chassis would . Not to say that the engine is weak in any way, because it's not; rather the top- end rush we were waiting for never came to fruition. We knew the bottom- end torque would be there, but the power didn't start to level off until the upper limits of the rev range- a trait that was completely unexpected. The bike's slow- revving engine (compared with the Suzuki's, anyway) was no indication of how quickly bike and rider were actually going. That little bit is what gives it the nod in this round as well. Final Tally. Before conducting this test our preconceived notions weighed heavily toward the Suzuki. It's a solid package that would take a lot to dethrone. The Ducati proved to be a formidable opponent, with its new engine and stunning chassis taking a few of us by surprise. But when the judges' scorecards were tallied, the narrow margin of victory went to the GSX- R7. The Ducati 8. 48 did put up a good fight. On the racetrack it was an easy bike to ride fast. We were surprised at how well the . But its performance suffers on the street. Here the Suzuki truly is a jack of all trades, and that personality translates into great manners both on the track and on the street. Specs. MSRPDucati 8. Suzuki GSX- R7. 50$1. ENGINEType. Liquid- cooled, . While conditions were definitely poorer compared with our '0. Suzuki's lap time slots in around midpack of the 6. GSX- R6. 00. The segments listed here are identical to those used in this year's literbike (. In the first three turns alone the Suzuki pulls out a nearly three- quarter- second advantage, a huge chunk of time. TURN 4 SEGMENT TIME AND MINIMUM SPEEDDUCATI6. SEC., 6. 0. 3 MPHSUZUKI6. SEC., 6. 0. 7 MPHWhile the segment time and apex speed are almost equal between the two bikes through this turn, which apexes over the crest of a hill, the 8. GSX- R carries more speed on the exit. The more powerful Suzuki gains time on every turn exit and down every straight for the remainder of the lap; the GSX- R's trace also shows it braking harder and from a higher speed at the end of each straight. In some cases the Ducati can make up the difference with more entry and apex speed; in other cases it cannot. TURN 6 ENTRANCE SPEED, SEGMENT TIME AND EXIT SPEEDDUCATI7. MPH, 1. 0. 3. 3 SEC., 7. MPHSUZUKI7. 9. 5 MPH, 1. SEC., 7. 6. 7 MPHKento puts the spurs to the GSX- R a bit early in the middle of long, sweeping turn 6 and must back off momentarily, hurting his drive but still carding a quicker segment time than on the 8. Suzuki GSX 1. 30. R Hayabusa. The Suzuki Hayabusa returns for 2. Pearl Mirage White or Pearl Nebular. Black, with pricing to be announced at a closer date.“With performance credentials that have established it as the hottest. Suzuki Hayabusa is designed for the serious. Its combination. of unsurpassed power, crisp handling and superb aerodynamics creates the. You could say that the 2. Hayabusa is so intense, that. With a curb weight of 2. Busa is powered by the same. Liquid- cooled, 4- cylinder, 1. Suzuki Clutch Assist System (SCAS) serves as back- torque- limiting system for. Moreover, the S- DMS (Suzuki Drive Mode Selector) allows the rider to choose. Suzuki Pulsed- secondary AIR- injection (PAIR) system. Highlights include 3- spoke cast- aluminum- alloy wheels are shod with. ZR1. 7M/C (5. 8W) front and 1. ZR1. 7M/C (7. 3W) rear radial tires. Hyper- sport motorcycles continue to gain popularity within. Suzuki Hayabusa. The 2. Suzuki Hayabusa (GSX- R 1. The. sportbike that is arguably in a class of its own offers supreme power, sleek. For 2. 01. 1, the Hayabusa is available in new colors and graphics (Pearl Mirage. White with gold trim and Pearl Nebular Black with red trim). The Hayabusa has been outfitted with a fully adjustable inverted front fork. DLC (Diamond- Like Coating) coated inner tubes. The front. suspension offers minimal friction resistance and provides outstanding. The Hayabusa's fully adjustable rear shock absorber. A lightweight single piston rear brake caliper. Advanced aerodynamics offering superb wind protection both for normal and. Engine Features: The Hayabusa is equipped with a 1. DOHC liquid- cooled engine. Twin Swirl Combustion Chambers (TSCC). Hard, smooth chrome- nitride. Physical Vapor Deposition (PVD) coating on the upper compression and oil. Lightweight titanium valves allow the use of light valve springs and high. Iridium spark plugs are used. The oil cooler has 1. Transmission Features: The Hayabusa comes with an optimized 6- speed transmission. Oil spray to the. Suzuki Clutch Assist System (SCAS) serves as back- torque- limiting. Soon the Busa was seen by. Now nine years on (and with a. Busa was hit on the chin in 2. Kawasaki ZX- 1. 4. The Kawi proved. to be quicker and more powerful but also smoother and more comfortable. Fearing a “New Coke”- type backlash, Suzuki engineers didn’t. Busa concept in this new redesign. It’s still unmistakably a Hayabusa even if every fairing panel. And it’s not much different underneath, either. While it’s the new skin that. Hayabusa its veneration. Potent and durable, it has been the. For ’0. 8, this legendary lump has received a 2mm. New forged. pistons are lighter and stronger and produce a 1. Also forged is the crank, as it attaches to new. Cam chain. adjustment is now accomplished hydraulically, which also helps reduce. Up top are 1. 6 new titanium. Valve sizes. remain the same, but a new camshaft now forces greater lift on both the. It’s all fed by a pair of. They use a version of Suzuki’s Dual. Throttle Valve system that has a secondary throttle valve mounted above the. Controlled by a new high- powered. Engine Control Unit, Suzuki says that the Busa has the company’s “most. Another important task of the ECU is controlling the different. Suzuki’s Drive Mode System. Like the GSX- R1. Gixxer. 6. 00/7. 50, the Busa has a handlebar- mounted switch to set the power mode into. It produces full power in mode A, the default. B has a bit of the power edge clipped off. Mode C might. be an asset in the rain, but it neuters all the excitement out of the. Torque is boosted 8. The old. 1. 29. 9cc engine produced about 1. The new 2. 00. 8 Haybusa is just so. Neale Bayly from his experience at the. It starts making lots of power early, and by the time the needle. It pulls without a break until. Bayly also told us that the. One area. that can cause problems with fuel- injection systems is at lower rpm on small. Suzuki.”At the dragstrip, journalists. Jordan Motorsports Racer Aaron. Yates was able to just nip into the 9- second bracket. We expect an epic duel. Busa and the more powerful 2. ZX- 1. 4 for the honor of. Out on Road America, the new Busa handles a lot like the. Busa with extra power. This shouldn’t be much of a surprise considering. A. revised swingarm shortens the wheelbase a scant 5mm to 5. Don’t expect to go diving up. Bayly, “but do. perfect your passing wave as you cream them coming off the turns. Not that. any of this should be surprising when you consider the bike weighs in around. The old Busa’s most glaring. We’re. happy to report that Suzuki has now fitted up- to- date radial- mounted. Bus. They bite on 1. Bayly tells. us they are a major improvement. Also aiding heavy braking is the. Bayly says it quite effective. The clutch also has. Suzuki Clutch Assist System that increases the amount of force on the. The clutch also features. In. addition, the width of a few transmission gearsets were revised and the. As for the Hayabusa’s new. Aerodynamic efficiency. Busa had over the more powerful ZX- 1. The. body panel joints are now smoother and have no exposed fasteners, and the. The tailsection. has an enlarged speed hump that will stir some commotion on the message. Front turn indicators are nestled into the edges of the. The. clutch also has the Suzuki Clutch Assist System that increases the amount of. Also sure to be controversial is. Busa’s new exhaust system. The triangular muffler canisters on the. A catalytic converter is placed where the. Listening to the sound of Aaron. Yates and the new Suzuki Hayabusa going past a few feet from pit wall at. I just couldn’t believe how quiet the bike was,” Bayly. The power is seamless and oh so. So, depending on how you think. Suzuki’s claim of the new Hayabusa as “the. For some, it’s just too. Busa is exactly. what they’re looking for. We’ll give Bayly the last word. Faster, better handling, and. The First Modern Race- Replica, Suzuki GSX- R7. You are here: Home. Model History. Timelines - Suzuki GSX- R7. Model History. 19. The First Modern Race- Replica, Suzuki GSX- R7. Page. 1 of 9< <. Page Back - Page. Forward > > 1. Suzuki GSX- R7. 50. In 1. 98. 5 Suzuki GSX- R7. The. GSX- R7. 50 was designed to challenge global championships while fulfilling the. Hiroshi Fujiwara, who was in charge of the basic layout of this first model. We had. no real competitors in the market, other than factory racing machines. The exceptionally. Isamu Okamoto, engineer of engine design recalls: . Suzuki's new 7. 50 performed admirably. AMA Superbike Championship and FIM World Endurance Championship and. When American rider Kevin Schwantz rode the GSX- R7. AMA Daytona 2. 00, his name became synonymous with the machine. Schwantz's. unique riding style on the GSX- R7. Victories in AMA Championship. Le Mans and Bol d'Or 2. GSX- R7. 50's winning history. The Champion Grows Up. Following several model changes in the early years to raise performance and. Suzuki changed the engine of the 1. GSX- R7. 50 from oil- cooled. For example, we asked Japan's Air Self- Defense. Force to show us various aircraft power units as inspiration for the fin shape. GSX- R7. 50. The highly evolved GSX- R7. The most advanced GSX- R. That model's totally redesigned engine featured a new electronic. The new main frame was lighter, with a longer swing arm than. Together, the innovations offered 2. GSX- R7. 50 riders. Yukihiro Takasaki has been dedicated to development of the electronic fuel- injection. GSX- R series models since 1. I'm happy. to say that Suzuki's fuel- injection technologies are still leading the industry. In the. year following the 7. Suzuki launched another GSX- R with a 1,0. PS at 9,5. 00rpm with a dry weight of only 1. Like the 7. 50, the GSX- R1. For riders who want the GSX- R experience in a middleweight machine, Suzuki. GSX- R6. 00 in 1. Kunio Arase, project leader for this new. GSX- R family, says he started development with a mission: . Indeed, the first GSX- R6. GSX- R7. 50 two years earlier, taking the World Supersport. Championship for two consecutive years. Thrilling. all riders and garnering one racetrack victory after another, the 1. GSX- R line with its phenomenal potential. This. year, the third- generation of the GSX- R1. Hiroshi Iio, the engine designer of early- 1. GSX- R7. 50s, is now working. GSX- R1. 00. 0. The 1. The chief styling designer and I collaborated to create functional. The company has aggressively evolved. GSX- R7. 50, to maintain a consistently. Suzuki's racing technology. To deliver the pure excitement. Suzuki has also expanded the series. The 2. 0th anniversary of the glorious GSX- R in 2. Suzuki to. celebrate, while mapping out even further advances of Suzuki's superb industry- leading. The legend continues.. Suzuki GSX- R7. 50. Suzuki GSX- R7. 50. FThe 1. 98. 5 Suzuki GSX- R7. Mounted. on an aluminum double- cradle frame dubbed the MR- ALBOX, the 4- cylinder DOHC. Suzuki Advanced Cooling System (SACS), cooled by forcibly. With tuning by companies such as Yoshimura, the GSX- R7. The 1. 98. 5 model featured a lightweight aluminum alloy frame. An oil- cooled engine was made to save weight as compared with the. With the introduction of the 1. Suzuki RG2. 50 Gamma, Suzuki was the first. With the RG2. 50 Gamma a success, the next step was to build a 4- stroke. Japanese home market and a year later a 7. Suzuki's racing experiences in the World Endurance, AMA Superbike. Championship. At the 1. IFMA Cologne Show in West Germany the GSX- R7. Worldwide Championships. It would go on sale in March 1. In 1. 98. 5 Suzuki GSX- R7. The design philosophy centered mainly on weight reduction. The chassis offered multi- rib extrusion molded aluminum. MR- ALBOX frame. (that weighted 8,1 kg less than half of the conventional steel frames). These. and other weight reduction measures gave the bike a low dry weight of 1. Completing the GSX- R7. Suzuki GSX- R7. 50 Specifications. Engine Type: 1. 6- valve, 4- stroke, DOHC in- line four. Power: 1. 06. 0. 0 HP (7. W) @ 1. 05. 00 RPMTorque: 7. N. m (5. 3. 8 ft. The First Modern Race- Replica, Suzuki GSX- R7. Considered one of the very first street- legal racers in a class of its own. The air/oil- cooled engine had cylinder dimensions of 7. In racing trim (there was a tuning kit. Suzuki GSX- R7. 50 engine provided 1. The new high- tech engine was narrower than earlier inline- fours (except. Yamaha Seca line) and materials like magnesium was used to keep the weight. The Suzuki GSX- R7. Suzuki. GS1. 00. 0R racing bike. The flat slide carburetors gave faster response to the. There were no compromises, the GSXR- 7. The GSX- R7. 50 entered the market in March 1. The evolution of modern sports. GSX- R7. 50. Its a real classic. Suzuki GSX- R7. 50. Suzuki GSX- R7. 50. GThe 1. 98. 6 received a 2. Apart. from a modified belly pan and upgraded headlamps there is very little difference. This is the first year the model was introduced. USA. Trying to improve the bikes handling, the 1. GSX- R7. 50. R model plus a modified lower fairing. The distinct dual headlights. Suzuki GSX- R7. 50 Specifications. Engine Type: 1. 6- valve, 4- stroke, DOHC in- line four. Power: 1. 06. 0. 0 HP (7. W) @ 1. 05. 00 RPMTorque: 7. N. m (5. 3. 8 ft. Suzuki GSX- R7. 50. R1. 98. 6 Suzuki GSX- R7. R1. 98. 6 Suzuki GSX- R7. RThe street- legal limited ediotion (only 5. GSX- R7. 50. R. model was introduced for 1. The basic specifications of the bike were the. RR”. model offered some improvement to an already great bike. Differences between the GSX- R7. GSX- R7. 50. R were: Gun- coat. The 1. 98. 6 GSX- R7. R offered a new electrically activated front suspension. NEAS), 3. 10 mm floating front brake discs, steering damper, racing. Suzuki GSX- R7. 50. R Specifications. Overall Length: 2,1. Overall Width: 7. Overall Height: 1,2. Seat height: 7. 65 mm (3. Wheelbase: 1,4. 55 mm (5. Ground Clearance 1. Dry Weight: 1. 76 kg (3. Engine type: Air/oil- cooled 7. DOHC, 1. 6 valves. W)/ 1. 0,5. 00 rpm, 6. Nm/ 8,0. 00 rpm. 1. Suzuki GSX- R7. 50. Suzuki GSX- R7. 50. HThe 1. 98. 7 model received upgraded lighter 4. NEAS (New. Electrically Activated Suspension) from the previous year's RR, improved PDF.
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