In 1984, Suzuki released the first GSX-R (GSX-R400, internal model number GK71b), on sale only in Japan, taking advantage of licensing laws there which were prohibitive of bikes over 400cc.

The similarity of the designs across brands and years led to the coining of the term "UJM" for Universal Japanese Motorcycle, which began with Honda's CB-750 of 1969.

Weight was high, frames lacked stiffness and flexed in disturbing ways, power from the big motors overwhelmed the tire technology of the day.

Beginning around 1980 all four manufacturers began to modify the UJM formula in different ways to achieve performance advantages on the track and product differentiation in the market.

A year later, in 1984 the entire front row at Daytona were Interceptors and Freddie Spencer repeated his win on the V4 Honda.

While it was still a transverse 4, the cylinders were set at a 45 degree angle, unlike the more typical nearly vertical placement common to UJMs.

It was into this competitive environment that Suzuki dropped the first 750cc GSX-R model ready to race in the new size mandated by AMA Superbike rules.

Suzuki abandoned steel altogether and built the frame from welded square section aluminium tubing.

Styling too was aggressive and unique, with a signature full fairing holding two round headlights, starting a trend that continues on supersport motorcycles to this day.

[3] Despite the excellence of the bike it was not able to immediately dethrone the Honda team, who won the AMA Superbike series with the VFR Interceptor from 1984 to 1988.

Its relative simplicity (compared to the V4), cost and reliability made it the obvious choice for individuals competing on their own dime.

[4] The second generation of GSX-Rs, by then available in 250cc sizes too (primarily for Japan), was released in 1988, again initially on the flagship 750cc, the 1100cc version as well as the smaller siblings following a year later.

New "slingshot" carbs were another new feature, one that gave the model its nickname and were announced on the body with decals proclaiming this innovation.

The innovative air-oil design of 1985 was simply no longer able to provide enough cooling for the power the engine was putting out, now a claimed 118 hp.

Basic function of the power jet was the smooth out fuel delivery from 9.5k- 10k rpm all the way to the rev limiter.

As a result of this comprehensive redesign the GSX-R began its return to the front of the production racer pack, finally beginning to achieve the AMA Superbike domination it had been designed for a decade previously.

An update in 1998 saw fuel injection added, increasing power to 135 hp, but other than that the GSX-R750 SRAD remained largely unaltered until its replacement arrived in 2000.