The Super Suzuki GS1000S — Classic Japanese Motorcycles — Motorcycle Classics

11 Май 2015 | Author: | Комментарии к записи The Super Suzuki GS1000S — Classic Japanese Motorcycles — Motorcycle Classics отключены
Suzuki GS 1000

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1979 GS1000S

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on eBay: 1982 Suzuki

One bike that we never get of seeing is the original Suzuki Love it or hate it, the des.


Claimed power: 90p @

Top speed: 130mph (est.)

997cc air-cooled DOHC 4 cylinder, 64.8mm x70.0mm and …, 9.2:1 compression

Weight (wet): 525lb

MPG: 5gal (19 liters)/35-55mpg

then/now: $3,679/$2,500-$4,500

At a rough in his family’s life, John had to sell his prized 1979 GS1000S, a bike he had bought new. “In 1987 we were in a situation,” John recalls, it was one of those choices you have to and it was just a part of life.”

No queen, John’s GS1000S was ridden. The bike had covered 40,000 miles, with 25,000 of those added to the in the first 18 months of ownership. months after he bought it, he and his toured 1,800 miles on the GS, their luggage in a tank bag and saddlebags.

The bike was an everyday and regardless of the weather, John afraid to ride. He’d don a suit and thumb the starter even when it was a chilly 15 outside.

Originally from Kansas, began tinkering with when he was 11 years old, home a Model A Ford didn’t run. He discovered a distributor shaft, and after a used component the A was a runner — says he’d take the car out and the dirt roads surrounding without causing much of a

From that moment on, became interested in wrenching on that went fast, and fit that description, so in 1967 he a Matchless G15. He dabbled motorcycle racing, but took his for speed to another level in a and a Lola Formula Continental in Car Club of America events. in the late 1970s, he found a job in Okla.

During an exploratory of his new city he discovered Johnny Suzuki dealership, and he stopped the showroom to see what was new.

the Suzuki GS1000S

“It was the styling of the that first drew me to John says. “And when I heard that Suzuki dealer in the U.S. got one S to sell, that really my interest. After I test it, I was hooked.”

Produced for only two 1979 and 1980, the Suzuki was introduced just one year the 1978 launch of the standard and slightly sportier GS1000E

In 1978, Suzuki was just the 1,000cc party, as other had already introduced liter-sized and, in some cases, larger capacity power In 1977, Kawasaki introduced the a big-bore, multi-cylinder machine. not in the same class, Honda had the GL1000 Gold Wing hit roads in 1975, and Honda’s CBX was on offer starting in 1978.

That same year, presented the XS1100, and some of the including BMW, Ducati and had “liter” bikes.

But according to contemporary ride reports, Suzuki brought out the GS1000 and none of the Japanese liter-bikes very well. A poignant report in the March 1978 magazine said: “Suzuki has a penetrating and very sophisticated of the Superbike market and what it is to become. The GS1000 is not the fastest of the new Big — the CBX is — nor is it the most comfortable (the holds that distinction). But the other three [including the Z1-R] offer extraordinary capabilities paid for in the coin of shortcomings, the GS1000 has similar with no shortcomings at all.”

managed to build a sturdy, 997cc engine in the GS1000, and it looks similar to the previously GS750 power plant of the internal components, including rods and pistons, are indeed It has larger valves in the double cam head, there is no between-cams sprocket, and the compression ratio was to 9.2:1 from the 750’s It is also 10 pounds lighter the GS750 engine.

The GS1000 designed by Suzuki engineer Morikawa (who also the RE-5 rotary and GS750 was made of thin-wall mild and tipped the scales at a none-too-heavy the day) 38.3 pounds. tube work features roller bearings in a heavily steering head and caged bearings in the swing arm pivot

The GS1000 swingarm was beefier what was fitted to any other big bike of the era, as were the fork tubes, controlled by oil and springs. Spoke wheels, a unit up front and an 18-inch rim out were each equipped a single disc.

Suzukis on

With the GS1000, Suzuki had entered the liter-bike era, and pretty much upstaged the in the process. The GS1000 wasn’t fast, it had excellent handling off with effective brakes to it down from speed.

Pops and Fujio Yoshimura. For two Yoshimura RD raced a Kawasaki at Daytona, with Wes Cooley as the A first place finish them until, in 1978, switched to the Suzuki GS1000 which was much easier to thanks to its superior chassis.

on a Yoshimura-tuned GS1000, rider McLaughlin won the Daytona Superbike and then in 1979, the team the podium in a one-two-three finish. Wes won the 1979 and 1980 AMA Superbike riding a GS1000, and after his name became inextricably to Suzuki and the Yoshimura-tuned winning

With Cooley and Yoshimura on the track, for the 1979 season launched the new GS1000S, a model meant for the European market — until U.S. dealers saw the They wanted them, and they got a very limited — approximately 500 of the 1979 edition, and a few more than 700 in 1980. the story goes, for every outlet in the U.S.

Thanks to the Wes Cooley racing the sporty S was soon nicknamed the Cooley replica,” although never officially marketed the under any such branding.

A Suzuki GS1000

To create the S, essentially took the GS1000E and cornering clearance (a needed according to period testers) by the 17-inch rear mag with an wheel. The carburetors were 2mm over the other GS models, four 28mm Mikuni carbs feeding the combustion Ignition was by breaker points and as on the standard GS.

The suspension was upgraded a slightly stiffer fork and compression damping in the rear The addition of a quarter fairing a special dash that a clock and a low handlebar helped the S some café racer while the rear seat and megaphone-style mufflers were to both the GS1000 and GS1000E

Topping off the S, however, was a striking and white I’m-as-fast-as-Wes Cooley job that drew lots of and that’s part of the reason why bought his GS1000S in 1979. price on the S was $3,679, which was more than the $3,369

Reclaiming the dream

“The was my all-time favorite of any bike ever owned,” John Not that he’s owned of motorcycles, but enough to know he likes.

Currently, John has a fleet of machines that a 1965 Norton N15CS and a Bridgestone 350 GTR. But he couldn’t the memories of his GS1000S, so in the late John began searching for example. “It was a constant longing,” he of having to sell his first

It wasn’t until 2009 he found this 1979 for sale on The GS Resources. The owner was in and his father had originally sold the new from his Suzuki dealership. The eventually found its way back to the which bought it back and restored it with fresh

John flew up to inspect the and he liked what he saw. The was clean, and although it showed 31,000 miles, it had obviously well looked after. “It was lightly when I pulled up to out the bike,” John explains. I test rode it in the wet and it was exactly I remembered. That GS1000S was an extension of me — everything just so comfortable.”

John sealed the and shipped the bike home. there, he recovered the seat, an air leak in the forks, replaced the brake lines, changed the and adjusted the valves.

As far as he can tell, the has never been apart, and is good across all four He doesn’t think it will much attention for thousands miles, and given their for durability, he’s probably “They’re just ultra he says of the GS series. “You can go put the key in and the starter button anytime. as reliable as can be.”

The little things

The production run for the S was short, and there were differences between the 1979 and iterations. Changes include a to electronic ignition, there is a in the seat, the air box is different to accommodate new CV carburetors, the brake rotors are the front brake master is rectangular as opposed to round, and the look more like a when viewed in profile.

In 1981, Suzuki introduced (as a model) what some the first true Japanese bike — the GS1000SZ Katana. model is another story, but as says about his GS1000S and its in the Suzuki family tree, “I guys who ride a Hayabusa I’m riding their bike’s John continues to use his GS1000S as an practical classic. He’s more than 6,000 in the two years since he bought it, and he’s had several offers, time he’s not selling, of the circumstances. “Having let one go once,” says, “I have no intention of go of another.” MC

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