1983 Suzuki GSX 1100 ES, For Sale NOW $1500 WAS $2000

14 Июн 2015 | Author: | Комментарии к записи 1983 Suzuki GSX 1100 ES, For Sale NOW $1500 WAS $2000 отключены
Suzuki GSX 1100 EF

There have been recently that big street have entered the wtm age of too much. Too horsepower and torque for their to handle. Too much attention to styling, which gets in the way of

Too much attention to different, styling, again, looks with function.

We’ve motorcycles with more enough power to run in the 10-sec. bracket, except that and potential is thwarted by wheelies, lost traction and/or weight transfer. The rider is by high handlebars/low seats/forward or low handlebars/high seats/rearward pegs, all to the extreme, to the point of being too

Enter now the Suzuki GS1100ES. No one can it for a cruiser. The styling is sporting, by works endurance and F-1 machines, going as far (too far, would say) as the Katana. The has low handlebars, but they’re mounted on the triple clamp, instead of Katana-style, back-straining clip-ons.

And the are normally positioned, not radically like the Katana’s pegs.

The half fairing mounts to a framework that bolts to the frame. There’s a short sort of a cross between a bubble and a touring windshield, a slight flip at the upper to direct wind upward. The is plastic and has a snap-on lower on each side.

The front side-panels and tailsection are plastic, Like the lower fairing the side covers come cast-in plastic studs, push into rubber on the frame. The seat base is and the seat can be removed by opening a built into the tailsection, two levers, one on each side of the and sliding the seat rearward.

The GS is white with semi-metallic panels on the sides of the fairing, and side covers. The engine is black with polished the carburetors are black, and the exhaust is black chrome. The swing arm is aluminum and the fork sliders are black.

The cast aluminum wheels are with pollished highlights.

is the most powerful motorcycle on the fastest. What it is, is the quickest, to an unmatched combination of seating suspension, weight, torque and controllability. While others the front wheel skyward or the rear tire, the Suzuki forward, the rider able to use all 108 horsepower.

This is the easiest to ride at the dragstrip, as shown by good numbers. We made six with the GS, all between 11.07 and sec. with terminal between 120.64 and 120.96 The fourth pass was the quickest, at 120.80, the first time a street motorcycle tested by World has run in the 10s.

Compare numbers to the times and speeds by the Katana (11.05 sec. at mph), the CB1100F (11.13 at the V65 Magna (11.07 at 123.62), the (11.22 at 120.80).

Some of the performance can be explained by weight. The weighs 552 lb. with half a of gas, compared to the Katana’s 540 lb. the 567 lb. the V65’s 579 lb. and the GPz1100’s 578 lb. The Katana has weight than the GS1100 but is to launch and ride; it also is aerodynamic, which shows up in terminal speed even the 1983 Katana and GS1100ES are identical.

The CB1100F makes the power as the Suzukis but weighs resulting in a slower ET and the same as the GS1100sxES. The V65 makes more but is wheelie-prone and nearly impossible to down the strip at full in every gear, although power gives it a high despite terrible aerodynamics. The is heavier than the GS1100 and has a powerband and grabby clutch, all factors combining for a slower ET a nearly identical terminal

The biggest source of the Suzuki’s rideability is the proven 72 x 66mm, air-cooled, four-valves-per-cylinder, dohc now in its fourth year of production. its predecessors, the 1983 engine has a head incorporating TSCC Swirl Combustion Chamber). pair of intake and exhaust is opened by a forked rocker and lash is adjusted by conventional tappets.

Valve lift was for 1983, and intake valve was advanced by moving the cam sprocket Along with larger inlets and a less restrictive system, those changes the 1983 engine’s output to 108 bhp at rpm, up from the 1982 105 bhp. Other parts made stronger to better the engine’s power, including pistons; a larger diameter taper; larger rivets and in the forged aluminum clutch backing plate; two extra (fiber) and one extra driven clutch plates packed the basket to increase clutch area, all the plates made (2.8mm to 2.0mm) to make for the extra plates; and welds the pressed-together, roller-bearing crankshaft’s in position.

The rest of the engine are unchanged for 1983, including the transmission and final drive and the transistorized electronic ignition. The 34mm Mikuni CV carburetors do slightly different jetting to with the intake and exhaust changes, however.

It all adds up to performance that one rider with the words, contemptuous

This is an engine that instantly, rocketing the motorcycle anytime the twist grip is without any sense of strain or pulling strongly from rpm and leaving stoplights quickly at above 1500 rpm. isn’t in the GS1100’s vocabulary. The low-and-mid-range acceleration isn’t as as that produced by the V-Four V65, but then the GS doesn’t the V65’s acceleration-limiting chassis either.

Turn on the gas at 4000 rpm and traffic effortlessly.

The engine is smoothest below 4000 rpm, a tad 60 mph in terms of road speed, but at its worst the vibration produced by the GS is than that of a GPz1100 or any of the V-Twins.

Like anything by humans, the GS isn’t perfect. Too throttle below 2000 rpm a hint of detonation even on the available pump gasoline. And the while better than it was a few ago, retains just a of off-idle leanness and low-rpm, surge in tight traffic.

The forks have 37mm tubes and several adjustments, three positions of spring four positions of rebound and the usual linked air pressure The forks feature Suzuki’s anti-dive, in which brake pressure closes a spring-loaded valve, which in turn fork oil through smaller damping orifices to reduce under braking.

That’s in In practice, the anti-dive system little more than from the feel and progressiveness of the brakes and makes bleeding the brake system more

We tried disconnecting the anti-dive on a personal GS1100 and found brake feel and control improved, with no increase in dive.

The rear suspension of an aluminum swing arm on needle bearings and two Kayaba shocks adjustable preload and rebound The shocks, like the forks, are from 1982, and the same GS1100 put in 10 hours of hard before needing new shocks due to deterioration.

While the GS1100 is proven with the suspension dialed up #2 preload, #4 rebound, 16 psi; #4 rebound, #2 preload) for a 145-lb. the suspension remains taut, at minimum settings, for touring Three years ago we would described the GS1100’s suspension as for highway use. But this is and state-of-the-art has changed with the

The GS doesn’t have the available-at-the-turn-of-a-dial ride of the latest GS750 or the but then again, the stock suspension stands up better to of hard charging on twisty

The GS has the same brakes it started in 1980. The brakes work, the GS taking 32 ft. from 30 mph and 118 ft. from 60 But the brakes feel mushy at the and don’t give the rider feedback.

The calipers have pistons and carry pads moderate sintered metal The 10.8-in. stainless steel are not compatible with all aftermarket pads, as we found out when a tried high-metal-content aftermarket in his GS1100—the discs were scored and blued in less 25 mi. of hard riding. The bike stop as well as it did with pads, either.

Suzuki GSX 1100 EF
Suzuki GSX 1100 EF

The Suzuki is when run hard, as on the racetrack, and can win box and modified stock club as delivered off the showroom floor. But again the GS design’s age shows in the of rapidly advancing competitive The GS trades agility for its stability at and, ridden after off a CB1100F, seems to have steering.

Its cornering clearance hasn’t pace with the latest and the CB1100F, either, dragging the and stands, then the sidestand and exhaust heat shields and cover when the others are skimming the pegs. The Suzuki was with the 17-in. rear now seen on the other 1100s, and size tire has been the of serious development work by high-performance tire companies. is good, because the Bridgestone and G506 tires, introduced the GS1100 in 1980, are out-of-date.

The has a new instrument cluster this one that’s more compact the 1982 GS cluster, but not as compact as the Katana instruments. There’s a speedometer that was … in our testing, and the GS happily spins the right up to the edge of the dial. The reads to 12,000 rpm and has a red zone at 9000 rpm, a number the GS, most street bikes, pull in fifth gear, enough room and a sharp of tune.

There’s an almost-accurate gauge, which doesn’t, supersede a reserve setting on the and an oil temperature gauge. An LCD readout which gear is selected and a row of indicate turn signal neutral selection, side deployment, high-beam use and any failure of oil tail or stoplights, or low battery The ignition switch is on the upper clamp, just below the and incorporates the fork lock.

The are conventional, replaceable tubular with a new, all-aluminum cylinder, dogleg control compact plastic control and new, softer grips the blister-raising, ridged grips on previous GS models. The mirrors are with black cases, and rigidly to the bars.

It’s a reach from the front of the to those bars, however, enough to earn complaints some riders. If the GS came forged I-beam bars, might be a bigger problem. As it is, a needing a shorter reach can to bars with more

The seat could be softer, for rides, but it’s already than the Katana seat.

It sound, going over items of performance, such as cornering clearance, agility, the GS1100 has been left by its rivals.

In specific areas, it

But the really big things, the engine and and suspension, are right. The motor is making tons of power at engine speed without seeming to work at it. The GS accelerates without strain, and doesn’t its chassis.

The suspension adjustments are and while taut on repetitive bumps, the suspension is excellent most conditions, in the city, up the around a racetrack.

Taken as a as a complete motorcycle, the GS works, and well.

Source Cycle 1983

Location: Hinsdale

do NOT me with unsolicited services or

do NOT contact me with unsolicited or offers

Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF

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