Bike Icon: Suzuki GSX-R1100 — Features — Visordown

25 Мар 2015 | Author: | Комментарии к записи Bike Icon: Suzuki GSX-R1100 — Features — Visordown отключены

Bike Icon: Suzuki

Suzuki’s GSX-R1100 has always thought of as the ultimate hooligan’s That’s not a slur on the bike rather it’s a compliment it proves that the big Gixxer was so fast, powerful and competent it satisfied the needs of even the extreme riders which is why still so popular with riders and enthusiasts today.

had already redefined the 750cc class with the launch of the in 1985 but one year later the followed the more is better and the result was the GSX-R1100G.

The 1100 like, and indeed was like, its 750 sibling but it was definitely the head of the when it came to power. 130bhp being produced a bike weighing a relatively (for the time) 197kg, claimed their new machine had the power-to-weight ratio in the business 1.51kg per brake horsepower for a price of just £3299.

For their cash, GSX-R1100 got an oil/air-cooled 1052cc dohc, in-line motor housed in a double cradle frame from aerospace quality and, since their wheels would be spending so time in the sky, that was a luxury. Like the 750, the featured SACS (Suzuki Cooling System) as well as the new (Twin Swirl Combustion and a host of acronyms which give mucho grunt 5000 revs.

Weight was perfectly balanced with per cent being placed each end but the short, 1460mm still meant a steering was required (and was included as OE) to the Gixxer on the grey stuff the hedges.

After its Laguna Seca launch, the 1100 became the new standard-setter and from that on its place in the history books was Being capable, at least in years, of pulling 170mph, it was that the big Suzuki would the choice of adrenalin junkies the over. It was the very uncompromising of the GSX-R which endeared it to the of rider who wanted thrills practicality.

The Gixxer had undergone changes in 1987 but it was the ’89 K which featured an even 1127cc engine that consolidated the bike’s reputation as a bit of an To be fair, Suzuki had to do something the increased competition from like Yamaha’s FZR1000 and Kawasaki’s ZX-10 but the general was that the firm went too far and had a bit of a monster.

Former editor of TWO Grant said at the time People riding the things through and doing daft things them. Not that he did such a Oh no.

Perhaps in reaction to such Suzuki tamed their (slightly) for the start of the new decade by a longer swing arm and reducing the head angle. But just as one was addressed, another was beginning to its head: the 1100 was gaining while its rivals had all been to celebrity fit club.

Suzuki GSX 1100 ES
Suzuki GSX 1100 ES

Another big change came in 1993 with the introduction of the power, with the bike’s reducing down to 1074cc. Up the wheelbase, as did stopping power the introduction of six-pot caliper That year’s 1100WP was the scales at a lardy 321kg, 24 kilos heavier than the model and, although had also increased from to (a claimed) 150bhp, the Gixxer was to lose to its rivals.

The end seemed Then came a renaissance the final UK version in 1996, the WT. it had lost ten kilos and rediscovered of the mid-range power which had missing for a few years.

Also, a couple of clipped and the happy owner could see the monster 156bhp unleashed.

it was too little too late for the UK at least. The headed up by Honda’s FireBlade, had on too much and, like all bikes, the GSX-R had simply run its course.

For sheer brute and bad attitude, the 1100 for many, was going to be bettered. Hence the you still see them on the road and at shows as rolling objet For these people, the GSX-R1100 always represent nostalgic, hard rock machismo. It was than a bike. It summed up an era of and it said more about the than a psychological profile.

Today, if a well-ridden one of these in your mirrors, wave through and then call the men in the coats. For public safety.

Suzuki GSX 1100 ES
Suzuki GSX 1100 ES
Suzuki GSX 1100 ES
Suzuki GSX 1100 ES
Suzuki GSX 1100 ES
Suzuki GSX 1100 ES
Suzuki GSX 1100 ES


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