Suzuki GSX-R1100 — Wikipedia, the free encyclopedia

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Suzuki GS 1100 E

Suzuki GSX-R1100


[ edit ]

In the mid 1970s the motorcycle was in a period of transition. Because of and pollution, large two-strokes being banned from the in many countries and there was no thing as a true, four-… bike.

There were four strokes, of course, but were, for the most part, of regular motorcycles and those came from Japan regardless of manufacturer, almost all the Built around an in-line air-cooled engine wrapped in a double cradle frame were so similar, in fact, they became known as the Japanese Motorcycle (UJM).

the handwriting on the wall, Suzuki. had made its reputation by building two built its first large bikes, (see Suzuki GS ) the DOHC GS750 and the GS400, for the market in 1976. The GS550 soon after and by 1978 the GS1000 was making jaws in showrooms everywhere. 1980 saw the of the 16-valve DOHC engine.

It witnessed the creation of the then radical influential Suzuki a bike which stylistically a modern sportbike on the outside, but was largely underpinned by existing of the day, although Suzuki very quick to adopt the 16-valve cylinder head their GSX 1100 range the Katana) in 1980.

In 1983 introduced the VF750 Interceptor, Honda VF and VFR ) a radically innovative that set the trend for modern Kawasaki followed suit in with its Kawasaki GPZ900R .

Suzuki, meanwhile, soldiered on its very powerful (a true and very torquey but heavy 16-valve DOHC GS1100/GSX1100EZ/GSX1100EF/EG; a capable machine but one definitely of its even if it was at the forefront of it. This was typically enormously strong, Suzuki engines get fully ‘bulletproof’ reputations, as many racers found out — 300BHP was perfectly possible and ended up being turbocharged and The GSX750ES was well thought of especially for its fine handling, but also was another machine represented the most refined of its own current generation.

At Suzuki it was that something much was needed for the future, both in and engine terms.

By the mid-1980s the motorcycle industry was in a of decline. Honda and Yamaha had in a production war in order to decide who become the world’s largest manufacturer and the result was oversupply. new bikes went unsold and up in warehouses and on dealers’ floors.

For years after, consumers buy new old stock bikes, a previous model that had lain in its crate for years waiting to be for the fraction of the price of a new bike. to say, production tanked and worried about their

Development [ edit ]

In the midst of market, Etsuo Yokouchi and his of designers began work on a intended to change the market and Honda’s Interceptor. They in 1983 on Suzuki’s domestic Gamma250 with the goal of a lightweight two-… for the streets. The was the world’s first production framed motorcycle. Building the success of the Gamma, in 1984 introduced the four-cylinder, four-…, framed GSXR400 for the Japanese

A full 18 percent lighter comparable bikes on the market, the GSXR set the tone for those would follow.

I felt if we could do a 400 cc bike that was 18 lighter, we should be able to do the with a 750, recalls Mr. [ 1 ] Using a current model as a starting point, Yokouchi’s went through every reducing weight wherever

A new aluminum frame was engineered in a shape with square stretching back over and the top of the engine, then turning downwards just past the to beneath the engine where met the lower tubes. This unheard of at the time, would become familiar to a generation of and is often referred to as the “humpback” Where welding would added unnecessary weight quality rivets were

Weight was shaved back and further until parts in the attempt to work out how much bulk could be trimmed

To save more weight, the was engineered differently from bikes of the day by mounting the top of the shock to the frame while the bottom was to a banana shaped linkage housed an excentric cam below the arm. The resulting system was made suspension travel and lowered the bike’s overall of gravity.

While the engine used was a overhead cam. four per cylinder design typical of bikes of the era it had unique features set it apart from other designs of the day. In the GSXR, oil be used to cool parts of the like the top of the combustion chamber, were not typically well by air cooling alone.

In order to enough oil for both cooling and the team designed a double pump, using the high-pressure to lubricate the bearings while the high-volume side provided oil to the circuit. The end result became as the SACS — Suzuki Cooling System. The resulting was rigorously tested to its breaking the weaknesses found and re-engineered the bugs were worked

Many of the bike’s non mechanical features were dictated by other than pure The flat front fascia and mark dual headlight incorporated because designers to give the bike the look of an racer and because regulations that the headlight be behind the axle. The wide plastic under the seat were to hide an unsightly exhaust

The resulting GSXR750 was introduced in but withheld from the United due to tariff issues which have imposed a 39.4 tax on each bike because it was 700ccs. By waiting until Suzuki saved buyers as the tax dropped to 24.4 percent. In the year, Suzuki responded to riders’ complaints about the stability by lengthening the swing arm by an

With the ground work by earlier, smaller bikes, introduced the GSXR1100 in 1986. The mirrored that of the GSXR750 but big bore power, 137hp to the mix while keeping the bike as as possible, just 434 pounds.

history [ edit ]

As motorcycles evolved, perspectives on the GSXR1100 changed. When the bike was magazines lauded its power, and relative lack of weight. But authors who compare it against introduction of the Supersports bikes, by Tadao Baba ‘s of the Honda Fireblade. [ 2 ] can use 20/20 to be more critical.

Recent articles, some head to head comparisons newer sportbikes, still about the powerful 1100cc but otherwise describe the GSXR1100 as heavy, and unstable. [ 3 ] Some of assertions are borne out by Suzuki’s tinkering with the frame in order to make the bike better. The result is that years have different characteristics on the road. Earlier are lighter but the square-section alloy is prone to warping under stress; later models are rigid and offer increased but suffer from increased

The original bikes had square-section frames, 18-inch wheels and rear and a large endurance-style The early version of the engine was in capacity and with greater to the 750cc than later The frame was somewhat stiffer the frame on the 750—indeed the box section is thicker when compared to side. Handling was secure, but not fast.

The brakes consisted of two floating discs at the front by two sumitomo four-piston calipers and a fixed disc gripped by a caliper at the rear; Suzuki to this as the ‘Deca Piston’ Over the three years of there were only changes, the largest being the to heavier three-spoke wheels on the J model.

The 1989 (K model) the 1100 engine (the use of the now legendary [ citation needed ] and tunable and strong 1127cc design) into a new heavier, and stiffer frame based on the year’s updated and extremely received GSXR750J (the of the ‘Slingshot bikes, named the mix of flat-slide on one side and flat with a curve on the other carbs). Magazine testers out the machines gave rave but something was changed between and the bikes going on sale. The 1100 K sold in the shops handling problems, some [ ] claimed as a result of changed others [ who? ] said was nothing wrong with the and that it was the suspension units were set up all wrong.

Whatever it was, the standard was thought hard to handle and modern magazines go so far as to advise to avoid the K model, some calling that year a [ 4 ] This was an attitude that was with the … of the Suzuki Phil Mellor at the Isle of Man in on the GSXR-1100K race bike. Whitham also crashed in the race and it was enough to see the race at the IOM ban the big bikes from racing for years.

Suzuki GS 1100 E

Suzuki GSX-R from 1992, last with an oil-cooled engine

In the (L Model) bike was again and the wheelbase lengthened to correct the year’s handling problems. (M model) saw the addition of larger and major cosmetic changes the fairing was reworked to place the under a smooth plastic that helped the bike’s 1992 (N model) was mechanically the but offered more aggressive in line with the time.

It was the last year of the oil-cooled as the bike was re-designed for 1993.

(WP model) saw major engine with the introduction of water and some significant chassis The move away from oil allowed a surge in power, total output to 155bhp at the and saw yet another hugely strong, and extremely tunable Suzuki created ( Performance Bike in the UK on one taken to over 190bhp at the – without the use of a turbo or nitrous injection).

A new stiffer largely five-sided pentagonal cross-section was introduced along with an ‘banana’ swing-arm. Bigger six-piston brake calipers fitted. The bike’s weight up slightly as well, finally the 500-pound mark that had been flirting with for but the overall look of the bike essentially the same as previous

1994 (WR model) saw nothing but changes.

Throughout the water-cooled 1993 to 1998, the GSXR’s saw only one relatively major with the launch of the 1995 WS; else on the 1996 WT, 1997 WV and WW models was restricted to mere and graphics changes.

In keeping the usual model development followed many of the same introduced to previous year’s (also known as the SP). but significant changes were to the suspension (better quality USD forks replaced the 41mm USD used on the WP and WR models), the ignition and the (putting back the stack of end and mid range pull many had gone AWOL with the WP and WR

The 1995 WS and onward models featured a race-style braced (in place of the asymmetrical ‘banana’ found on the WP and WR models). Overall power (approx a measured at the rear wheel — made the then enormous claims of 155bhp, which were sceptical of, at the crank credible) was unchanged but the torque on the bike was much improved. the 1995 models weight back 221kg (487lbs) in the UK Some aerodynamic modifications also introduced (most narrowing the frontal area and the size of the front fairing, the day time driving lamp and was incorporated into a new narrower headlamp cluster)

Many [ who? ] say these bikes are the to live with and the most rounded. Good fuel is even possible (over 45 mpg on a cruising run * imp gallon)15,9 km/l and the changes made to the foot-peg on the WS-on models even distances a much less prospect. In reality the bike had a highly competent and monstrously (177mph was measured as the max speed of the WS bike by one UK bike magazine, in 1995) sports-touring machine, a far cry its race-born origins.

It is clear [ to whom? ] the design had reached its form in the mid 1990s but that in of the leading edge of sports design it was already outdated and behind as competition spurred the of ever more powerful, lighter sport bikes.

was demonstrated nowhere else clearly than Suzuki’s own 1996 GSXR750WT, a return to the with a new beam frame, the design, which offered 115bhp at the rear wheel coupled with the added from the new pressurised airbox (always particularly efficient on — Fast Bikes in the UK measured a full 10bhp in power on the Crescent Racing dyno and wind tunnel @ in 2003 with a GSXR1000). All at a weight ‘cost’ on the GSXR750WT of 179 KG (394 LBs).

Clearly Suzuki were the GSXRs to their race-bred Whilst Suzuki had clearly a great attachment to the cradle it is an interesting irony [ according to ] that the Gsx-R250 and Gsxr400 an alloy beam frame in the model years 1986 1989 (inclusive).

1998 saw the GSXR1100s roll off the assembly and, despite how popular the had been in its heyday, there was no hue and cry as quietly stopped. Suzuki be without a big bore sportbike for years before the GSXR1000 was

Despite the fact that its production run tens of thousands of were produced and sold all the world, original examples in condition have become of a rarity. Many bikes ridden hard and they often crashed. As a result, became and remain a popular point for street fighters and

The bike is a tuner’s favorite all versions respond well to and even early models can 140hp (104kW) at the wheel relative ease. Simple modifications and a good exhaust yield upwards of 10hp increase. More enthusiastic will see 160hp (119kW) or and many drag racers use or turbochargers with this to break the 500hp (370kW) [ citation needed ]

A modified of the original oil/air-cooled 1100 was used in the original 1157cc of the Bandit 1200 motorcycle and to the biggest factory big-bore job in the torque-laden GSX1400 up until

Suzuki GS 1100 E
Suzuki GS 1100 E

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