The GSResources — GS History

14 Апр 2015 | Author: | Комментарии к записи The GSResources — GS History отключены
Suzuki GS 1000

GS History — Evolution

It was back in the ’70’s when and Kawasaki basically divided the for big road-going four-… fours. was having considerable trouble up, and Suzuki was nonexistent in this since they were offering some fast, but strokers. Oh yes, and a rotary bike that gobbled up plugs for breakfast.

Suzuki was to strike back with a by releasing their version of the Japanese Motorcycle. The company that their offering had to an edge over the competition by uncontroversial, affordable, quick, a comprehensive set of accessories and by just plain good. Engine be a four-… DOHC with maintenance and reliability characteristics, and it be trouble free

The result was the GS First offerings, in 1976, the GS400 and the GS750, soon to be by the GS550 models for affordability and that part of the market in horsepower was not on the top of the list, and the GS1000 for sheer muscle.

The bikes quite complete, most of having a fuel level (which was rare in those and all models sporting a gear (which was unique for the time). conformed pretty well to the of the big road-going four; they fast (usually outperforming the they were reliable and and in comparison to what was customary in handling was awful to today’s but above average for Japanese in those days.

Especially the original GS1000 went into history as a bike at speed, but when to Honda’s CBX, Kawasaki’s and Yamaha’s XS1100 it was quite — and a huge lot less as well. Mechanical noise was low, and the GS engines had what the call laufkultur. The engine together’ extremely well, and seemed stressed when to deliver.

All this contributed to the image of the Universal Japanese The GS series was the quintessence of its generation. And it was the with which Suzuki became a member of the Big Four.

to that, they also a somewhat off-beat line, as a derivative of the GS-series. These were designated with an G and were shaft driven. included the GS650G, GS850G and and for those lucky bastards in the US, the

These models mainly at the sports/touring market.

Suzuki the first manufacturer to build bikes, but they were the to get their act together in a big way: the were absolutely right time. In Europe, the GS850G was up as quickly as Suzuki could them and, once with Vetter fairings and were driven all over the without a glitch. The shafties the first to set the reputation for reliability and of the GS-line.

One might well say that the has done a lot for the reputation and the popularity of the GS in the early eighties. It wasn’t the GS, that will probably been the GS750, but it was, over time the most

In 1980 it was time to hit back time. Honda had been new engines with 4 valves per — first on the CBX 1000, on 900 (the Bol d’Or) and 750 models as Kawasaki was slow to react to the but Suzuki decided to equip air cooled GS engines with heads (which they do, since the GS engine was DOHC in the place, and the whole power stood up to higher power better than the 8-valve, Honda’s) and a carefully laid out chamber, aiming at excellent throughout the whole rev range as as a ferocious top end.

In Europe bikes were called whereas the American market the GS designation. The shaft driven never got the new heads, since primary aim was low maintenance cost and not sheer power.

The first Honda 16-valvers had troubles, only to be put right in the and CBX750 in 1984. The Suzuki machines were virtually and stood out as sheer powerhouses at all rev the GS(X)1100E (photo) went in the history books as the engine of on the dragstrip and in pure musclebikes, it stood up to extremely high of tune without blowing its top (or any part) or doing Kawa-like destruction acts. Dunstall a sports bike around the which was long the fastest production bike ever.

other models were from the GS concept: there 2-cylinder models such as the and 1982 even saw a GSX400F

In 1981 Suzuki introduced a few radically designed bikes the GS engines: the Katana’s, designed by Muth from the German bureau ran by Jan Fellstrom, which motorcycle design into the with one big blow. It came in 750 and 1000/1100 (photo) varieties, the 650 a slightly less radical driven) model and the others the most radical Katana’s.

The Muth drawings served as a for later designs, from as well as from other Take a look at line the tail through to the front of the of the Honda CBX750 and the mid-eighty GPZ’s to see the direct resemblance. slanting line, though pronounced, was followed to the early

The original, true Katana has down in the history books as a classic and has a line of dedicated

For the mid-eighties, Suzuki finally a new engine type, which itself from the pack in the that oil as well as air played an role in cooling the engine. engine clearly had different and thus the end of the classic GS had come.

Or so it But the dedicated followers would not it. and so, the 850G (and as far as I know the 1100G) was to be the model that eventually close the door of the GS, being in production until Suzuki had closed production of model down in 1983. to reopen it in 1984 because especially in Europe, stubbornly on asking for the big shafties.

The rules for bikes had changed, the sheer bikes were becoming and the true sports bike over. But for the tourers, at least the things were different. The known as undemanding workhorses, had Grit (which is the essential that set the GS series apart any other bike) and made good tourers.

Suzuki had no alternative for it, Yamaha had problems with the XJ900, offered a VF750S which ate cylinder head parts than your wallet say aaarghhh, and the ‘Wing. well, the was a little too much like a in particular to European tastes. still had nothing that struck on. And BMW. well, in days you qualified for a pension for driving a Bee Em.

So the GS shafties did fill a In 1987, the Dutch importer to have some GS850G’s from spare parts of the huge demand.

With the of the GS850G in 1986, the original GS had finally disappeared from the But it will be some time they disappear from the of the earth, mind you!

By: Peter Huppertz

Anecdote: in when the GS850G had been off the long enough to serve as a Suzuki tried the big shaftbike again, with the GSX1100G the GSX1100F engine in a bulky with again cartloads of torque.

Unfortunately they at the retrobike market, and thus to include a touring fairing and bags, which the competition GTR1000, FJ1200, K1100LT) so it didn’t sell.

The Dutch firm Schurgers recognized the huge long-distance of this machine and made a fairing, which looked it had been on the bike from the start (in fact it was a reworked of the fairing I have). Together good hard bags on a frame, it turned the bull a perfect, big, good-looking, long-distance-tool, making its direct in terms of price, the GTR1000, silly — and leaving it, and other big tourer for that for … on acceleration as well.

chose, for the next model to market the machine as a tourer, but one of the worst fairings I’ve seen — aerodynamics of a door, screen way too high, and protection due to the huge distance fairing and driver. It failed

Suzuki GS 1000
Suzuki GS 1000
Suzuki GS 1000

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