{"id":2161,"date":"2005-12-20T11:11:08","date_gmt":"2005-12-20T11:11:08","guid":{"rendered":"http:\/\/blogs.thesocialmedia.com\/leblogmoto\/2005\/12\/20\/deux-dcennies-d\/"},"modified":"2012-07-11T14:13:01","modified_gmt":"2012-07-11T14:13:01","slug":"deux-dcennies-d","status":"publish","type":"post","link":"https:\/\/blogs.thesocialmedia.com\/leblogmoto\/2005\/12\/20\/deux-dcennies-d\/","title":{"rendered":"Deux d\u00e9cennies de GSX-R"},"content":{"rendered":"<p>Le titre fera s\u00fbrement r\u00e9agir ceux qui \u00e9taient d\u00e9j\u00e0 plong\u00e9s dans la chose motocycliste \u00e0 l&rsquo;\u00e9poque, puisque la dynastie des GSX-R est en fait \u00e2g\u00e9e d&rsquo;un peu plus de vingt ans.<\/p>\n<p><a href=\"http:\/\/blogs.thesocialmedia.com\/leblogmoto\/files\/2012\/07\/1985_gsxr_750_2.jpg\"><img loading=\"lazy\" decoding=\"async\" alt=\"1985_gsxr_750_2\" src=\"http:\/\/www.leblogmoto.com\/images\/1985_gsxr_750_2.jpg\" width=\"250\" height=\"227\"  style=\"margin: 0px 5px 5px 0px;float: left\" \/><\/a>C&rsquo;est en effet au Motor Show de Cologne en 1984 que Suzuki marqua l&rsquo;histoire de la moto en pr\u00e9sentant pour la premi\u00e8re fois au public une grosse cylindr\u00e9e directement inspir\u00e9e de la comp\u00e9tition. La 250 RGV existait certes depuis 1983, la GSX-R 400 \u00e9tait vendue depuis 1984 sur le march\u00e9 japonais, mais la GSX-R 750 fut, pour tous, le mod\u00e8le qui servit de d\u00e9tonateur.<br \/>Cadre alu, roues de 18 pouces inspir\u00e9es des machines d&rsquo;endurance (l&rsquo;anecdote dit que le motif en est purement pratique, permettant un d\u00e9montage des \u00e9triers plus rapide que les roues de 16&quot;), et surtout un rapport poids-puissance <em>terrific<\/em>. Le poids \u00e0 sec annonc\u00e9 \u00e9tait en effet de seulement 179 kilos. <\/p>\n<p>C&rsquo;\u00e9tait donc presque 30 kgs de moins que la Yamaha FZ 750 Genesis sortie la m\u00eame ann\u00e9e, certes un peu plus puissante. Ce fameux cadre alu n&rsquo;y \u00e9tait \u00e9videmment pas \u00e9tranger, pesant la moiti\u00e9 (seulement 9 kgs !) du cadre tubulaire acier de la GS 750. Et c&rsquo;est toujours dans cette traque du kilo superflu que Suzuki avait d\u00e9cid\u00e9 d&rsquo;opter pour un refroidissement air-huile, les ing\u00e9nieurs maison consid\u00e9rant alors que le refroidissement liquide \u00e9tait inutilement compliqu\u00e9. <a href=\"http:\/\/blogs.thesocialmedia.com\/leblogmoto\/files\/2012\/07\/gsxr_engine.jpg\"><img loading=\"lazy\" decoding=\"async\"  height=\"247\" width=\"250\" src=\"http:\/\/www.leblogmoto.com\/images\/gsxr_engine.jpg\" alt=\"Gsxr_engine\" style=\"margin: 0px 5px 5px 0px;float: left\" \/><\/a><br \/>C&rsquo;est ce m\u00eame moteur qui&nbsp; \u00e9quipe encore aujourd&rsquo;hui les Bandit, GSX-F et autres Inazuma, dans d&rsquo;\u00e9ni\u00e8mes d\u00e9clinaisons sur un m\u00eame th\u00e8me : bloc quatre cylindres double arbre en t\u00eate, seize soupapes, distribution centrale, le donc fameux syst\u00e8me de refroidissement SACS (Suzuki Advanced Cooling System), et un dessin de culasse recevant le doux nom de TSCC (pour Twin Swirl Combustion Chamber), qui, depuis la GS 1000, \u00e9quipe la majorit\u00e9 des productions de la marque.<\/p>\n<\/p>\n<p>La monte pneumatique ferait sourire un propri\u00e9taire de T-Max, miss &quot;gixer&quot; \u00e9tant alors \u00e9quip\u00e9e de pneus de 110 \u00e0 l&rsquo;avant et de 140 \u00e0 l&rsquo;arri\u00e8re &#8230; Mais cette bombe n&rsquo;en \u00e9tait pas moins la premi\u00e8re supersportive de l&rsquo;histoire.<\/p>\n<p>En 1986 sortait la GSX-R 1100. Moins de 200 kgs \u00e0 sec, plus de 100 chevaux.<br \/>En 1988, la 750 \u00e9volua : fourche r\u00e9glable, cadre plus rigide, moteur plus puissant. Mais elle perdit dans ce profond lifting tout ce qui faisait l&rsquo;esprit de sa devanci\u00e8re, en prenant 20 kilos dans l&rsquo;op\u00e9ration.<br \/>En 1992, le bloc air-huile fut abandonn\u00e9, au profit du refroidissement liquide.<br \/>En 1996, Suzuki frappa \u00e0 nouveau un grand coup, en faisant profiter le mod\u00e8le 750 WT, connu par tous sous le nom de SRAD, des avanc\u00e9es technologiques issues de la 500 RGV de Grand Prix. La guerre du poids reprit de plus belle.<\/p>\n<p>En 2006, la <a href=\"http:\/\/www.leblogmoto.com\/2005\/08\/suzuki_gsxr_100.html\">GSX-R 1000<\/a> est deux fois plus puissante (et plus l\u00e9g\u00e8re !) que son illustre devanci\u00e8re &#8230;<\/p><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Le titre fera s\u00fbrement r\u00e9agir ceux qui \u00e9taient d\u00e9j\u00e0 plong\u00e9s dans la chose motocycliste \u00e0 l&rsquo;\u00e9poque, puisque la dynastie des GSX-R est en fait \u00e2g\u00e9e d&rsquo;un peu plus de vingt ans. C&rsquo;est en effet au Motor Show de Cologne en 1984 que Suzuki marqua l&rsquo;histoire de la moto en pr\u00e9sentant pour la premi\u00e8re fois au [&hellip;]<\/p>\n","protected":false},"author":332,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[51],"tags":[],"class_list":["post-2161","post","type-post","status-publish","format-standard","hentry","category-suzuki"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v26.0 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Deux d\u00e9cennies de GSX-R - leblogmoto.com<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/blogs.thesocialmedia.com\/leblogmoto\/2005\/12\/20\/deux-dcennies-d\/\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:title\" content=\"Deux d\u00e9cennies de GSX-R - leblogmoto.com\" \/>\n<meta name=\"twitter:description\" content=\"Le titre fera s\u00fbrement r\u00e9agir ceux qui \u00e9taient d\u00e9j\u00e0 plong\u00e9s dans la chose motocycliste \u00e0 l&rsquo;\u00e9poque, puisque la dynastie des GSX-R est en fait \u00e2g\u00e9e d&rsquo;un peu plus de vingt ans. 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