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Onboard the Suzuki GSX1100 – Cummins – Isle of Man Classic TT

Cummins – Suzuki GSX1100

Cummins – Suzuki GSX1100

the Suzuki GSX series:

The  GSX  is Suzuki’s range of sport motorcycles  powered by four-valve per four-… engines. The first GSX were introduced in 1980 and the new GSX upgrading much of Suzuki’s road bike range: Series. Suzuki road with four-valve per cylinder were given the ‘GSX’ to differentiate the new machines from the Suzuki’s, apart from in America where Suzuki and two-valve four-… road were both designated as GS motorcycles.

The two-valve engines in production in parallel with the power plants, the larger four-cylinder engines gaining and being used to power more touring-orientated bikes as the GS 850G and GS1100G, with the oriented Suzukis being GSX

The two-valve GS series was Suzuki’s real foray into motorcycles. Although Suzuki 90cc and 123cc four-… cylinder road bikes the brand Colleda in the mid-1950s, up 1976 Suzuki was primarily a of two-… motorcycles. Suzuki’s of road going motorcycles was entirely two-… in the mid-1970s oddball being the Wankel powered RE-5).

The sophisticated Suzuki GT series and the flag-ship water -cooled, posi-lube three-cylinder two-… GT750 characterizing the breed. The introduced in 1976, along the parallel-twin GS400, was Suzuki’s large multi-cylinder four-… The GS was Suzuki’s version of what was and is to as a Universal Japanese Motorcycle or so common was this 4-cylinder configuration amongst the Japanese at the time.

The 63 bhp air-cooled, in-line four cylinder, road bike set the pattern for the range until the birth of the of the race-replicas, the 1985 air/oil-cooled Suzuki The GS750 two-valve engine the influence of Suzuki’s long of two-… design and manufacture; the new sporting pressed together bearing crank-shafts universally in two-… bottom ends.

The key of the GSX engine was the change from the two-valve per cylinder hemispherical chamber with domed design of the GS engine, to a four-valve per Twin Swirl Combustion (TSCC) with flat piston design. The TSCC was essentially a modification of the Pent-roof chamber design to which was added a raised ridge running the combustion chamber roof to the gas flow of the inlet charge.

was to encourage controlled swirl of the fuel-air charge in order to the fuel burn speed better flame front The higher burn speed, with lowered heat from the shallower combustion created by comparatively narrow valve angles and the flat piston meant that the GSX produced more power and than the same sized GS

The other major difference the first GSX engines was move direct overhead cam actuation of the by shim and bucket of the GS engines, to actuation via short forked arms in the GSX -the valves and springs being located from the camshafts due to the reduced angle between inlet and valves. Apart from the the GS/GSX engines were of a design.

The current range of by that name are completely designs that use derivatives of super sports engines the early-to-middle GSX-R series.

Among the GSX models were the two-cylinder GSX the GSX 400.

These GSX models were the evolution of the GS of two-valve-per-cylinder air and oil-cooled four-… The first four-valve engines produced for the 1980 model but retained the “GS” designation for the US and markets until the release of the models in 1986 (1985 the US). These GSX engines based on Suzuki’s “TSCC” Combustion Chamber) engine and shared little with two-valve models.

The bike called Suzuki Katana  in the US had engine design, with of GSX-S, but has little in common the more modern GSX-F which are sport-touring bikes.

The engine was once again in 1983 with the introduction of a new GSX 750, Suzuki’s modern mono -shocked in both a … (GSX 750E) and 750ES) version. Although this received solid reviews testing magazines (and to be the testers’ preferred 750 sport for the year), its release was an ill-timed against Honda ’s all-new V4 in the form of the VF750 Interceptor.

The 750ES had air-adjustable anti-dive preload and compression-adjustable rear (“Full-Floater”), disc brakes at ends, a fuel gauge and gear indicator.

The bike from dealers in 1984, to be with the GSX 700 — a with a de-stroked engine and cosmetic differences. Minor included taller pistons and differing cam lift and timing. plus a change in factory ratios enabled Suzuki to a motorcycle with near-identical specifications to the GSX 750ES, though engine displacement was 15 per smaller to satisfy the revised US guidelines.

These included increased imposed by the US government on all imported displacing more than (repealed in 1988 ). This 50 per tariff was the reason behind the of de-stroked 650 cc and 700 cc motorcycles sold in the US in the mid-1980s – to the rest of the world – and is also the the GSX-R debuted in the US a full later than the rest of the

This work was mostly in for the US market, however, as the GSX Katana was completely restyled in and the GSX-R 750 was released painting a certain demise for the ho-hum ES. 1984 also saw an in color schemes for the GSX the rest of the world, with the dropped in favor of the half-faired ”ES” and a with full upper and sport fairings (never as a factory option in the US).

750E lived on for a few more years but was eventually superseded by the GSX-F The GSX-S Katanas were dropped from Suzuki’s lineup, replaced by the GSX-R The GSX 1100  lived on significant styling changes for the model year, including a 124 bhp monster of a musclebike, 1100EFE (US: GS1150EF).

The larger bikes, still sought-after as classic were also replaced by the and GSX-F Katana lineups, with significant styling changes such as an operated screen in the 1100F, suspension and braking components, and revisions.

The GSX 750S (US: Katana) received an engine for 1984, along Suzuki’s other big-bore models. This is the engine the first Suzuki GSX-R Series bikes based on.

Current GSX models are by derivatives of this in-line, engine with four per cylinder, which is also in the Suzuki Bandit Series up to the end of the model year. They a combined air/oil cooling called SACS (for ‘Suzuki Advanced System’).

The current GSX series is as the GSX600F and GSX750F faired sport touring now in their second generations, and the twin-shock GSX 750 and GSX 1400 models.

produced from 2008. is a variation on the Bandit 650, much the same specification and additional lower fairing, gives it a sportier look to that of the Suzuki GSX-R the Bandit chassis means it carries 110 lb extra compared with a GSX-R), the has had a small amount of remapping to revs, and the suspension is tweaked. It has a one-piece seat, unlike the

The earlier GSX 1200 Inazuma was in Japan and Europe for a short besides the GSF 1200 Bandit to for a clientele that went for a traditional styling and a somewhat build quality. When it sufficiently popular for overseas it was quickly developed into the 1400.

These modern non-US carry little in common their early to mid-eighties other than a distant in their powerplant. The GSX 1100S has been reissued as an anniversary several times for the Japanese market (where the GSX 400S remains a very popular with styling straight the early-1980s), and Yoshimura has recently a small handful of fully factory GSX 1100S Katana for sale, requiring potential to win an essay contest before granted the opportunity to purchase one of bikes. [citation needed]

250F is known as the Suzuki and is notable as it has a rear petrol and a helmet storage area the petrol tank usually is.


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