Editing Suzuki GSX-R 750 Sheene Limited Edition (Germany)

{{Infobox Motorcycle
|name             = [[Suzuki]] GSX-R 750 Sheene Limited Edition (Germany)
|image            = [[File:Suzuki-GSX-R-750-Sheene-Limited-Edition.jpg|frameless|Suzuki GSX-R 750 Sheene Limited Edition (Germany)]]
|aka              = 
|manufacturer     = Suzuki
|parent_company   =
|production       = 2013
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
|bore_stroke      =
|compression      = 12.5:1
|top_speed        = 270.7 km/h / 168 mph
|power            =
|torque           =
|fuel_system      =
|ignition         = Digital DC-CDI
|spark_plug       = NGK, CR9E
|battery          =
|transmission     = 6 Speed, constant mesh
|frame            = Ultra-lightweight frame built entirely of aluminum alloy castings.
|suspension       =Front: Showa inverted 41 mm cartridge front forks fully adjustable for high and low speed compression, spring preload, and [[rebound damping]] <br>
Rear: Showa 41mm aluminum alloy rear shock with a 16mm rod diameter are fully adjustable for high and low speed compression, spring preload and rebound damping
|brakes           =Front: 2 x 310 mm Discs, radial-mount opposed-four-piston Brembo 4 [[piston]] monoblock [[calipers]] <br>Rear: Single 220 mm disc, Nissin single piston caliper
|front_tire       = {{tire|120/70 ZR17}} 
|rear_tire   	  = {{tire|180/55 ZR17}} 
|rake_trail       =
|wheelbase        = 1390 mm / 54.7 in.
|length           =
|width            =
|height           =
|seat_height      = 810 mm / 31.8 in.
|dry_weight       = 156 kg / 344 lbs
|wet_weight       = 190 kg / 418 lbs
|fuel_capacity    = 17 Litres / 4.5 US gal / 3.7 Imp gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 270.7 km/h / 168 mph.  

==Engine==
The engine was a Liquid. High capacity large trapezoidal-shaped [[radiator]] which includes compact cooling fan assembly designed for improved air flow. cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 12.5:1 [[compression ratio]].  

==Drive==
Power was moderated via the Cable operated, wet multiple, [[coil]] spring.  

==Chassis==
It came with a 120/70 ZR17 front [[tire]] and a 180/55 ZR17 rear tire. Stopping was achieved via 2 x 310 mm Discs, radial-mount opposed-four-piston Brembo 4 piston monoblock calipers in the front and a Single 220 mm disc, Nissin single piston [[caliper]] in the rear. The front suspension was a  Showa inverted 41 mm cartridge front forks fully adjustable for high and low speed compression, spring preload, and rebound damping while the rear was equipped with a Showa 41mm aluminum alloy rear shock with a 16mm rod diameter are fully adjustable for high and low speed compression, spring preload and rebound damping. The GSX-R 750 Sheene Limited Edition (Germany) was fitted with a 17 Litres / 4.5 US gal / 3.7 Imp gal fuel tank. The bike weighed just 156 kg / 344 lbs. The wheelbase was 1390 mm / 54.7 in. long.  
== Photos ==
[[File:Suzuki-GSX-R-750-Sheene-Limited-Edition.jpg|600px|Suzuki GSX-R 750 Sheene Limited Edition (Germany)]]

== Overview ==



During 3 decades Suzuki has produced over one
million of GSX-R motorcycles. The most successful of them was Suzuki GSX-R1000.
German Suzuki department decided to celebrate this fact and presented several
specific models of GSX-R marked as Limited Edition. There are four special
themed models, ,
,

and  Each of
them represent the glorious racing history of Suzuki superbikes.
This is the Suzuki GSX-R750 Sheene Edition 
inspired by the colors of great Barry Sheen, who won two titles at GP500.
In 1985, Suzuki unleashed the GSX-R750 to the
world, which would become the foundation for todays sportbikes. With unmatched
engineering feats in light weight frames and power, it made its race track debut
with a stunning victory at The Le Mans 24-hour World Endurance Championships!

Suzuki has remained true to the GSX-Rs original
concept with continued evolution the GSX-R750. The GSX-R750 remains the best
choice for riders who appreciate a state-of-the-art 750cc engine combined with
the compactness of a GSX-R600cc Supersport. When you ride a GSX-R750 you
experience the breathtaking combination of outstanding race winning heritage,
engine performance, crisp handling, compact size and light weight. It's a
winning combination that allows any rider to experience the exhilarating rush
any time, any place, anywhere.
Experience a breathtaking combination of
outstanding engine performance, nimble handling, compact size and light weight.

Experience the GSX-R750  the latest version of
The Original GSX-R, the best choice for riders who appreciate a state-of-the-art
750cc engine combined with the compactness of a 600cc Supersport.
The original and only 750cc sportsbike on the
market, the GSX-R750 continues a legacy dating back to the model's
ground-breaking launch in 1985, where it took race replica motorcycles to a new
level.
A truly individual street machine, the Suzuki
GSX-R750 is a direct link between the racetrack and the streets and delivers
powerful performance with supreme handling.
The current generation GSX-R750 features an eight
kilogram reduction off the total weight, advanced engine technology, broader
power delivery, improved throttle response and lower emissions and is built on a
shorter, compact wheelbase with simplified and lighter aerodynamic bodywork.

The latest version of Suzuki's Dual Throttle
Valve (SDTV) fuel injection system delivers impressive throttle response along
with improved fuel economy and reduced emissions.
The advanced Suzuki Drive Mode Selector (S-DMS)
is designed to optimise engine output and now provides riders a selection of two
engine maps to suit the conditions or their riding preference.
The GSX-R750 chassis, is designed with an
emphasis on weight reduction and compactness to improve overall handling and
provide an ideal power-to-weight ratio.
For greater stopping performance, Suzuki's 750cc
powerplant now incorporates four-piston Brembo monoblock front brake calipers
and 310mm dual floating discs, and a single piston rear brake caliper with a
220mm disc.
Experience today the one and only, unlike any
other ride on the road, GSX-R750.

Suzuki GSX-R750 Key Features
750cm3 4-cylinder engine with a race-proven
oversquare bore/stroke ratio for an efficient, high-revving design.
The engine employs forged pistons, shot-peened
conrods, chrome-nitride-coated upper compression and oil control rings, and
pentagonal ventilation holes.
Lightweight titanium-alloy valves controlled by
single valve spring to reduce mechanical losses.
Suzuki Dual Throttle Valve (SDTV) fuel injection,
using fine-spray 8-hole injectors for improved fuel atomization, which
contributes to more complete combustion.
Advanced, MotoGP-developed transistorized
ignition control circuit helps maintain more precise spark timing across the
range of engine temperature.
Suzuki Drive Mode Selector (S-DMS) offers
push-button selection of two racing-developed engine control maps to suit road
conditions and personal tastes.
4-into-1 stainless-steel exhaust system with a
titanium muffler, carrying a Suzuki Exhaust Tuning (SET) valve maximizing torque
and improving throttle response, especially in the low-to-mid rpm range.

Race-proven back-torque-limiting clutch
contributes to smoother downshifting and corner entry.
Lightweight and compact twin-spar aluminum cradle
frame made of five cast sections and cast swingarm.
Race-developed, lightweight Showa Big Piston
Front-forks (BPF) deliver superb feedback and consistent performance.

Single Showa rear shock features externally
adjustable rebound and compression damping, along with adjustable ride height.

Electronically controlled steering damper
provides lighter steering at slower speeds and more damping force at racetrack
and highway speeds.
Front brakes with fully floating 310mm discs and
radial-mount, four-piston Brembo monoblock calipers.
3-way adjustable footpegs, adjustable shift
lever, and short fuel tank help compose a comfortable riding position.

Compact, lightweight instrument cluster with a
built-in lap timer/stopwatch and programmable engine rpm indicators.
Small, simple and lightweight bodywork composing
an exciting, aerodynamic styling.
Analog tachometer. LCD readouts include
speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant
temperature/oil pressure indicator, S-DMS and gear position indicator.

Suzuki Advanced Immobilizer System (SAIS) is
standard in selected markets.



Suzuki GSX-R750 Features and Benefits
Engine Features
A 750cc, four-cylinder engine with a race-proven
oversquare bore/stroke ratio provides exceptionally potent, high-revving
performance. Engine utilizes forged pistons, shot-peened conrods, chrome-nitride-coated upper
compression and oil control rings, and pentagonal ventilation holes for
outstanding engine performance. Lightweight titanium-alloy valves are controlled by single valve spring to
reduce mechanical losses. Class leading Suzuki Dual Throttle Valve (SDTV) fuel injection system includes
fine-spray 8-hole injectors, providing improved fuel atomization contributing to
more complete combustion in the cylinder. Advanced, MotoGP-developed transistorized ignition control circuit helps
maintain more precise ignition timing across the range of engine temperatures.
Lightweight, durable forged pistons are designed with the Finite Element Method
(FEM) and fatigue analysis technology and optimized camshaft profiles was
developed using proven MotoGP racing technology. A 4-into-1 stainless-steel exhaust system features a titanium muffler, which
carries a Suzuki Exhaust Tuning (SET) valve. The system maximizes torque and
improves throttle response, especially in the low-to-mid RPM range. Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two
racing-developed engine control maps to suit road conditions and personal
preference. Suzuki Composite Electrochemical Material (SCEM) plated cylinders integrated
into the upper crankcase helps reduce friction, improve heat transfer, increase
durability and provide better ring seal.
Transmission Features
A six-speed close-ratio transmission features
vertically staggered shafts to reduce overall engine length. Race-proven back-torque-limiting clutch contributes to smoother downshifting and
corner entry.
Chassis Features
Race-developed, lightweight 41mm Showa Big Piston
front-Fork (BPF) delivers superb feedback and consistent performance. A lightweight and compact twin-spar aluminum cradle frame is made of five cast
sections and features a cast swingarm.
An electronically controlled steering damper
provides lighter steering at lower speeds and more damping force at racetrack
and highway speeds. Front brakes feature fully floating 310mm discs and radial-mounted, four-piston
Brembo monoblock calipers. A single Showa rear shock features externally adjustable rebound and compression
damping, along with adjustable ride height.
Suspension
3-way adjustable footpegs, adjustable shift
lever, and short fuel tank help compose a comfortable riding position. Compact, lightweight instrument cluster with a built-in lap timer/stopwatch and
programmable engine rpm indicators. Analog tachometer. LCD readouts include speedometer, odometer, dual trip meter,
reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and
gear position indicators.



ReviewIn 1985 Suzuki shocked the sportsbike world with the release of the
GSX-R750. Derived from experienced earned through Suzukis successful World
Endurance campaigns, the GSX-R750 was the first true race replica motorcycle
from a Japanese factory.Aerodynamic, light and powerful the GSX-R was the forefather of modern
motorcycling and unlike the Europeans; Suzuki proved it was possible to do
it with reliability and a touch of practicality.Throughout its 26 year lineage, the GSX-R has - apart from a short period in
the early 1990s before getting back on track in 1996 - continued the
light-is-right philosophy of the original.If not for the GFC delaying the introduction of the latest model, the 2011
GSX-R750 would have been released for the 2010 model year, thus marking the
25th anniversary of the model with the lightest GSX-R yet. Suzuki hasnt
wasted the year extension on the development cycle; instead it has continued
the final honing process to produce a stunning package for 2011, albeit a
year late. This is the biggest overhaul the GSX-R has received since 2006
and this time around the 750 has not been forgotten and receives a true
update that has really put it right back in the game.With the advent of the now dominant litre-class, Suzuki is the only
manufacturer to offer a machine in the traditional three-quarter-litre
category, and has been since Kawasaki discontinued their long outdated ZX-7R
in 2003. The GSX-R750 has continued to sell well and Suzukis three-pronged,
GSX-R 600/750/1000 line-up has worked in its favour, securing the
manufacturer top spot overall on the Australian sportsbikes charts most
years since, including 2009 and 2010. A middle-of-the-road option between a
daunting litre-bike and a 600cc machine, the GSX-R750 is an approachable
alternative for those that like to think outside the square. And at only
$400 more than the also heavily revamped GSX-R600, the 750 offers a lot of
extra mumbo for the moolah.Shorter and 8kg lighter Suzukis engineers have spent their time shaving
every last gram off the machine. The frame, swingarm and exhaust the
greatest beneficiaries of the under-the-knife style of diet, while the new
Showa big-piston forks and revised bodywork also do their bit, enabling the
GSX-R750 to sit on the scales at 190kg ready to roll with its 17 litre fuel
tank full to the brim. You dont need a set of scales to feel the
difference, it is immediately apparent as soon as you tilt the bike off its
sidestand.New Brembo monobloc stoppers help to lower unsprung mass, but with little to
fault with the previous brakes I feel this was as much of a nod to showroom
appeal as to performance. And lets face it; showroom appeal is a huge
factor when it comes to buying decisions.In profile the 55mm shorter front and 35mm shorter rear overhangs give the
2011 bike a somewhat snub nosed appearance, in comparison to the 2010 model.
I also find the distinctive headlights of the outgoing model more appealing.
Looking at the details, however, the new model seriously impresses up close
and has taken a number of steps forward. Beautiful fork caps and new
instruments (lifted from 2010 GSX-R1000) are striking features viewed from
the cockpit along with a well finished and simplified bodywork arrangement
(eight less pieces in all) illustrating a heightened sense of quality and
thoroughness of design. Close inspection of the side profile reveals the
fewer welds in the frame along with a less fussy tank shape and much tastier
titanium muffler. The streamlined indicator positioning both fore and aft
follows previous GSX-R themes. The GSX-R750 rides on a 15mm shorter
wheelbase (1390mm) through revised engine positioning but retains the same
rake and trail figures as its predecessor.The 2011 machine is noticeably slimmer through the middle and positions the
rider closer to the controls for a more comfortable ride; surprisingly in
view of the relatively low 810mm seat height, there is still plenty of
legroom via adjustable footpegs. Despite my leathers somehow shrinking since
last time I wore them I was immediately comfortable on the GSX-R and could
freely move around as I navigated the Northern Territorys Hidden Valley
racetrack for the first time. The bars are set slightly wider than before
and while I havent had the chance to slab it up a highway yet, I suspect
the 2011 Suzuki GSX-R750 is going to prove one of, if not the most,
comfortable sportsbike on the road.Throttle response was as you would expect from a GSX-R. For years the
benchmark for smooth and progressive throttle application in litre-bike
form, the less torque laden mannerisms of the 750cc engine fuse with that
wonderful dual throttle valve and twin injector per cylinder fuel-injection
to immediately forge a wonderful relationship between the riders right hand
and the 180/55 Bridgestone biting the tarmac. Further revised for the 2011
model year with new injectors operating at different angles and a redesigned
airbox Suzuki is unarguably still the market leader in throttle response.
There is a dual-map selector on the bars but unless youre a fairly novice
rider, or riding in particularly atrocious conditions, I cant see the need
for slowing the throttle down and lowering the power output. For 2011 the
system has the settings reduced from three to two, and the B mode this time
around is even more extreme in its retardation than the outgoing models C
mode.On the right handlebar is a meter display selection switch that allows the
rider to cycle through the tripmeters and is also utilised for the operation
of the fully functioned lap timing system.
Despite a myriad of changes to the engine to
help reduce friction and rotating mass Suzuki claims no more top end power
over the outgoing model. 145hp at 13,200rpm and 86Nm of torque at 11,200rpm
compare favourably with the 120hp and 70Nm of torque from the GSX-R600.
What Suzuki does claim, however, is improved low and mid-range response
combined with a 10% improvement in economy. At the track we never got to put
the economy side of the equation to the test but it is clear that the power
delivery is predictable and linear in its progression. The exhaust valve interruption (there to satisfy the noise Nazis) is hardly
felt, whereas on the GSX-R600 there is a noticeable step up in power as the
machine broaches this mark and the valve opens completely. Not a huge factor
at the track with revs kept above 8000rpm, but a very useful asset for the
street with the 750 much more eager at lower rpm than any 600cc Supersport
bike.Get rid of that exhaust valve by fitting an aftermarket exhaust, with a
Power Commander making the requisite mapping adjustments, and the GSX-R750
will also wail a distinctive note much different from a 600 or a 1000 while
delivering meaningful gains right throughout the rev range.Even in stock form the 750 is making more torque by 6000rpm than any 600cc
Supersport bike is making at their peak, while spinning nearly double those
rpm. Its not hard to see why a 750 is a much better all-rounder than a 600.
20% more power at peak, and even bigger boosts in torque at street revs, all
for a 2% increase in priceConversely, do not for a second imagine that the 750 is halfway between a
600 and a 1000 when it comes to torque and thrills. Nothing, I repeat,
nothing comes close to the sheer outrageousness of a litre class sportsbike.
The 750 is of course much closer to that level of insanity than a 600, but
its still nowhere near the big-bore levels of eye-popping grunt that a
modern era litre-bike dishes out at even moderate throttle openings.For many this is also a big part of the appeal, as the 750 is almost as
unthreatening as a 600 but still enjoys a useful boost in torque that makes
for a more pleasurable ride on the street. In fact, I would go as far as to
say that for many riders just stepping up to their full licence and craving
sportsbike handling and looks, the 750 is perhaps even more suitable than a
600 due to the accessibility of its performance.The same goes for those that have a hankering for trackdays but, like the
vast majority of the sportsbike riding fraternity, lack the skill,
testicular fortitude and fitness to successfully master the brutality of a
litre-bike. Ill put my hand up as one of those.
On the other side of the coin, the 750 is not quite as nimble and forgiving
on the track as the 600 and turns a little slower. The suspension is
fully-adjustable at both ends and given more time I would raise the rear
ride-height as I believe that is all that it would take to make the 750 turn
as scalpel like as the 600. This is easily adjusted on the GSX-R without the
removal of the rear shock by simple shim replacement.Up front the new Showa big-piston forks are remarkably smooth in operation
with small bumps virtually imperceptible. One of the claims for this new
style of fork is exceptional damping performance at the start of the
compression stroke. Unlike most such boasts, this was immediately apparent
on the Suzuki at Hidden Valley and will prove a huge asset on the street.
They also deliver wonderful, almost delicate but still precise, levels of
feedback. Superb.Racetrack riding also highlighted the street compound brake pad material
used in both the 2011 GSX-R600 and 750. The brake lever needed to be
adjusted out at track pace to prevent the lever coming back to the bars.
They still worked brilliantly but for a more consistent lever at trackdays a
pad change will be in order for serious punters. The slipper clutch is smooth in operation and a great asset. Theres nothing
quite like banging down the requisite number of gears at the end of a
straight and releasing the clutch instantly with no thoughts of things
getting unruly at the rear. Sounds horn too!At $16,990 plus on road costs the GSX-R750 has this time around scored all
the same comprehensive updates as the GSX-R600 and also carried over the
electronic steering damper and slipper clutch inherited from its immediate
predecessor. While those last two items are great bonuses, it does stand out
that Suzuki offers no ABS or traction control systems as options on their
sportsbikes. Weight and costs the primary factors in that reasoning with
Suzuki choosing to spend the money refining other areas of the machine while
trying to retain affordability.The perfect sportsbike? Perhaps, but if it is power you crave then as
fantastic as the GSX-R750 is, it will never match the sheer mania of a
litre-bike. Still, I wouldnt hesitate to wager that most of the riders at
trackdays on litre-bikes would be lapping faster - and safer - on a GSX-R750
than on their rocketships. If you are finding the latest litre-bikes getting
a little bit too much (and there is certainly no shame in that), or the 600s
a little too highly strung, then the GSX-R750 may be the bike for you.
Source


{|  class="wikitable"
|- 
!Make Model
|Suzuki GSX-R 750 Sheene Limited Edition
|- 
!Year
|2013
|- 
!Engine Type
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
|- 
!Displacement
|749 c / 45.7 cub. in.
|- 
!Bore X Stroke
|70 x 48.7 mm
|- 
!Compression
|12.5:1
|- 
!Cooling System
|Liquid. High capacity large trapezoidal-shaped radiator which includes compact cooling fan assembly designed for improved air flow.
|- 
!Engine Oil
|Synthetic,10W/40
|- 
!Exhaust System
|Suzuki Advanced Exhaust System (SAES) with under engine muffler layout and Suzuki Exhaust Tuning (SET) system.
|- 
!Lubrication
|Wet sump
|- 
!Induction
|New 32 bit ECM features 1024 kilobytes of ROM for maximum engine performance working in conjunction with the new S-DMS engine management system
|- 
!Ignition
|Digital DC-CDI
|- 
!Spark Plug
|NGK, CR9E
|- 
!Starting
|Electric
|- 
!Max Power
|110.3 kW / 148 hp @ 12800 rpm
|- 
!Max Torque
|86.3 Nm / 8.8 kgf-m / 64 ft-lb @ 11200 rpm
|- 
!Clutch
|Cable operated, wet multiple, coil spring
|- 
!Transmission
|6 Speed, constant mesh
|- 
!Final Drive
|Chain, RK525ROZ5Y, 116 links
|- 
!Gear Ratios
|1st 2.79 / 2nd 2.05 / 3rd 1.71 / 4th 1.50 / 5th 1.35 / 6th 1.20:1
|- 
!Frame
|Ultra-lightweight frame built entirely of aluminum alloy castings.
|- 
!Front Suspension
|Showa inverted 41 mm cartridge front forks fully adjustable for high and low speed compression, spring preload, and rebound damping
|- 
!Rear Suspension
|Showa 41mm aluminum alloy rear shock with a 16mm rod diameter are fully adjustable for high and low speed compression, spring preload and rebound damping
|- 
!Front Wheel Travel
|120 mm / 4.7 in.
|- 
!Rear Wheel Travel
|130 mm / 5.1 in.
|- 
!Front Brakes
|2 x 310 mm Discs, radial-mount opposed-four-piston Brembo 4 piston monoblock calipers
|- 
!Rear Brakes
|Single 220 mm disc, Nissin single piston caliper
|- 
!Wheels
|Aluminum, 3 spoke
|- 
!Front Rim
|3.8 x 17
|- 
!Rear Rim
|5.5 x 17
|- 
!Front Tire
|120/70 ZR17
|- 
!Rear Tire
|180/55 ZR17
|- 
!Rake
|23.8°
|- 
!Trail
|97 mm / 3.8 in.
|- 
!Dimensions
|Length 2040 mm / 80.4 in. Width 715 mm / 28.5 in. Height 1125 mm / 44.6 in.
|- 
!Wheelbase
|1390 mm / 54.7 in.
|- 
!Seat Height
|810 mm / 31.8 in.
|- 
!Ground Clearance
|130 mm / 5.1 in
|- 
!Dry Weight
|156 kg / 344 lbs
|- 
!Wet Weight
|190 kg / 418 lbs
|- 
!Fuel Capacity
|17 Litres / 4.5 US gal / 3.7 Imp gal
|- 
!Average Consumption
|5.5 l/100 km / 18.3 km/l / 43 US mpg / 51 Imp mpg
|- 
!Standing ¼ Mile
|10.7 sec
|- 
!Standing 0 - 100 Km/h / 62 Mph
|3.2 sec
|- 
!Acc 60 - 100 Km/h / 37 - 62 Mph
|4.1 sec
|- 
!Acc 100 - 140 Km/h / 62 - 87 Mph
|3.9 sec
|- 
!Acc 140 - 180 Km/h / 87 - 112 Mph
|4.5 sec
|- 
!Top Speed
|270.7 km/h / 168 mph

|}
== Videos ==
{{#ev:youtube|https://www.youtube.com/watch?v=DsiljraYZx8|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=6V2la1Me5Ac|600|center}}
== External Links ==
* http://www.mcnews.com.au/

[[Category:Suzuki motorcycles]]