Suzuki GSX-R1100

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The GSX-R1100 was a sport bike from Suzuki's GSX-R series of motorcycles. It was introduced in 1986.

1991 GSXR1100 in team Yoshimura Colors

1 Background
2 Development
3 The GSXR1100 Through The Years
4 Specifications
5 References
6 External Links

[edit] Background

In the mid 1970s the motorcycle industry was in a period of transition. Because of noise and pollution, large two strokes were being banned from the streets in many countries and there was no such thing as a true, four stroke sport bike.

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

Seeing the handwriting on the wall, Suzuki, which had made its reputation by building two strokes, built its first large four stroke bikes, (see Suzuki gs series) the GS750 and the GS400, for the American market in 1976. The GS550 arrived soon after and by 1978 the formidable GS1000 was making jaws drop in showrooms everywhere. 1980 saw the creation of the Suzuki Katana, a bike which stylistically resembles a modern sportbike on the outside, but which was underpinned by existing technology of the day.

In 1983 Honda introduced the VF750 Interceptor, (see Honda VF and VFR ) a bike which broke all the rules and set the trend for modern sportbikes. Kawasaki followed suit in 1984 and began capturing sales with its GPZ900R Ninja, a heavy bike nowhere near as sophisticated as the Interceptor, but which had a strong engine and looked the part of a sportbike. Suzuki, meanwhile, soldiered on with its GS1150.

By the mid-1980s the motorcycle industry was in a period of decline. Honda and Yamaha had engaged in a production war in order to decide who would become the world’s largest motorcycle manufacturer and the result was oversupply. Brand new bikes went unsold and stacked up in warehouses and on dealers' floors. For many years after, consumers could buy new old stock bikes, a previous year's model that had lain in its packing crate for years waiting to be sold, for the fraction of the price of a new bike. Needless to say, production tanked and manufacturers worried about their futures.

[edit] Development

In the midst of this market, Etsuo Yokouchi and his team of designers began work on a bike intended to change the market and outperform Honda’s Interceptor. They began in 1983 on Suzuki’s domestic market Gamma250 with the goal of producing a lightweight two stroke for the streets. Building upon the success of the Gamma, in 1984 they introduced the four cylinder, four-stroke, aluminum framed GSXR400 for the Japanese market. A full 18 percent lighter than comparable bikes on the market, the first GSXR set the tone for those that would follow.

"I felt that if we could do a 400 cc bike that was 18 percent lighter, we should be able to do the same with a 750", recalls Mr. Yokouchi.^[1] Using a current model GS750 as a starting point, Yokouchi’s team went through every part, reducing weight wherever possible. A new aluminum frame, was engineered in a distinctive shape with square tubes stretching back over and around the top of the engine, then turning sharply downwards just past the carburetors to beneath the engine where the met the lower tubes. This design, unheard of at the time, would soon become familiar to a generation of motorcyclists and is often referred to as the “humpback” frame.

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

While the engine used was a dual overhead cam, four valves per cylinder design typical of most bikes of the era it had unique features that set it apart from other air cooled designs of the day. In the GSXR, oil would be used to cool parts of the engine, like the top of the combustion chamber, which were not typically well served by air cooling alone. In order to provide enough oil for both cooling and lubrication, the team designed a double chamber pump, using the high pressure side to lubricate the bearings and while the low pressure, high volume side provided oil to the cooling circuit. The end result became known as the SACS Suzuki Advanced Cooling System. The resulting motorcycle was rigorously tested to its breaking point, the weaknesses found and re-engineered until the bugs were worked out.

Many of the bike’s non mechanical design features were dictated concerns other than pure mechanics. The flat front fascia and trade mark dual headlight were incorporated because designers wanted to give the bike the look of an endurance racer and because regulations dictated that the headlight be behind the front axle. The wide plastic panels under the seat where added to hide an unsightly exhaust hanger.

The resulting GSXR750 was introduced in 1985 but withheld from the United States due to tariff issues which would have imposed a 39.4 percent tax on each bike because it was over 700ccs. By waiting until 1986, Suzuki saved buyers money as the tax dropped to 24.4 percent. In the intervening year, Suzuki responded to European riders' complaints about the bike’s stability by lengthening the swing arm by an inch.

With the ground work laid by earlier, smaller bikes, Suzuki introduced the GSXR1100 in 1986. The technology mirrored that of the GSXR750 but added big bore power, 137 hp (102 kW), to the mix while keeping the bike as light as possible, just 434 pounds. The end result was the fastest motorcycle that could be brought to the market during that era.^[2]

[edit] The GSXR1100 Through The Years

As motorcycles have evolved, perspectives on the GSXR1100 have changed. When the bike was new, magazines lauded its power, handling and lack of weight but today’s authors use 20/20 hindsight to be more critical. Recent articles, some with head to head comparisons with newer sportbikes, still rave about the powerful 1100 cc engine but otherwise describe the GSXR1100 as large, heavy, and unstable. Hardly the stuff of modern sportbikes. ^[3] Some of these assertions are borne out by Suzuki’s year to year tinkering with the frame geometry in order to make the bike handle better. The result is that different years have different handling characteristics on the road. Earlier bikes are lighter but the frame is prone to warping under stress, later models are more rigid and offer increased power but suffer from increased weight.

The original bike had minor improvements but stayed essentially the same until its first major reworking in 1989. The 1989 (K model) fitted the 1100 engine into a shorter frame based on the previous year's updated GSXR750 and suffered many problems as a result of the changed geometry. The bike was hard to handle and many modern magazines go so far as to advise buyers to avoid the "K" model, some even calling that year a “lemon.”^[4]

Suzuki GSX-R 1100 from 1992, last model with an oil-cooled engine

In 1990 the bike was again tweaked and the wheelbase lengthened to correct the previous year's handling problems. 1991 saw the addition of larger carburetors and major cosmetic changes when the faring was reworked to place the headlights under a smooth plastic cover that helped the bike’s aerodynamics. 1992 was mechanically the same but offered more aggressive graphics in line with the time. It was also the last year of the oil cooled engines as the bike was re-designed for 1993.

1993 saw major engine changes and the introduction of water cooling. The move away from oil cooling allowed a surge in power bringing total output to 155. The bike’s weight went up slightly as well, finally topping the 500 pound mark that Suzuki had been flirting with for years, but the overall look of the bike remained essentially the same as previous models.

Throughout the water cooled years, 1993 to 1998, the GSXR’s design stayed surprisingly consistent, but small changes in subsequent years added 1 hp (1 kW) while shaving enough weight to allow the bike to slip back beneath the 500 pound mark. Owners say these bikes are the easiest to live with and the most well rounded. It is clear the design had reached its fullest form in the mid 1990s but that it was already outdated and left behind as competition spurred the development of ever more powerful, ever lighter sportbikes. 1998 saw the last GSXR1100s roll off the assembly line and, despite how popular the bike had been in its heyday, there was no hue and cry as production quietly stopped. Suzuki would be without a big bore sportbike for three years before the GSXR1000 was released.

Despite the fact that over its production run tens of thousands of GSXR1100s were produced and sold all over the world, original examples in good condition have become something of a rarity. Many bikes were ridden hard and they were often crashed. As a result, they became and remain a popular starting point for street fighters and customs.

The bike is a tuner's favorite - all versions respond well to tuning and even early models can make 140 hp (104 kW) at the wheel with relative ease. Simple intake modifications and a good exhaust will yield upwards of 10 hp (7 kW) increase. More enthusiastic tuning will see 160 hp (119 kW) or more, and many drag racers use superchargers or turbochargers with this engine to break the 500 hp (370 kW) mark.^{[citation needed]}

A modified version of the 1100 engine is still used in the Bandit 1200 motorcycle.

[edit] Specifications

GSX-R 1100 1986 (G) Overall Length: 2 115 mm (83.2 in) Overall Width: 720 mm (28.3 in) Overall Height: 1 235 mm (48.6 in) Seat Height: 810 mm (31.9 in) Dry Weight: 197 kg (433 lb) Engine type: Air/oil-cooled 1052 cc inline-four, DOHC, 16 valves. 128 hp (95 kW)/ 9500 rpm, 10,3 kg-m/ 8000 rpm.

GSX-R 1100 1987 (H) Overall Length: 2 115 mm (83.3 in) Overall Width: 745 mm (29.3 in) Overall Height: 1 215 mm (47.8 in) Seat Height: 810 mm (31.9 in) Wheelbase: 1 460 mm (57.5 in) Dry Weight: 197 kg (433 lb) Engine type: Air/oil-cooled 1052 cc inline-four, DOHC, 16 valves. 130 hp (95,7 kW)/ 9,500 rpm, 103 Nm (10,5 kpm)/ 8,500 rpm.

GSX-R 1100 1988 (J) Overall Length: 2 115 mm (83.3 in) Overall Width: 745 mm (29.3 in) Overall Height: 1 215 mm (47.8 in) Seat Height: 810 mm (31.9 in) Wheelbase: 1 460 mm (57.5 in) Dry Weight: 197 kg (433 lb) Engine type: AAir/oil-cooled 1052 cc inline-four, DOHC, 16 valves. 130 hp (95,7 kW)/ 9,500 rpm, 103 Nm (10,5 kpm)/ 8,500 rpm.

GSX-R 1100 1989 (K) Dry Weight: 210 kg (462 lb) Engine type: Air/oil-cooled 1052 cc inline-four, DOHC, 16 valves. Slingshot carburetors. Aluminum-alloy frame. 5 speeds. 143 hp (105 kW)/ 9,500 rpm, 112 Nm/ 7,500 rpm.

GSX-R 1100 1990 (L) Overall Length: Overall Width: Overall Height: Seat Height: 810 mm (31.9 in) Wheelbase: 1 465 mm (57.7 in) Dry Weight: 210 kg (462 lb) Engine type: Air/oil-cooled 1127 cc inline-four, DOHC, 16 valves. Slingshot carburetors. Aluminum-alloy frame. 5 speeds. 143 hp (107 kW)/ 9,500 rpm, 117 Nm/ 9,000 rpm.

GSX-R 1100 1991 (M) Overall Length: 2 090 mm (82.3 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 150 mm (45.3 in) Wheelbase: 1 465 mm (57.7 in) Weight: 226 kg (497 lb) Engine type: Air/oil-cooled 1127 cc inline-four, DOHC, 16 valves. 145 hp (108 kW)/ 10,000 rpm, 11,6 kg-m/ 9,000 rpm.

GSX-R 1100 1992 (N) Overall Length: 2 090 mm (82.3 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 150 mm (45.3 in) Wheelbase: 1 465 mm (57.7 in) Dry Weight: 226 kg (497 lb) Engine type: Air/oil-cooled 1127 cc inline-four, DOHC, 16 valves. 145 hp (108 kW)/ 10,000 rpm, 11,6 kg-m/ 9,000 rpm.

GSX-R 1100 W 1993 (P) Overall Length: 2 130 mm (83.9 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 190 mm (46.9 in) Seat Height: 815 mm (32.1 in) Wheelbase: 1 485 mm (58.5 in) Ground Clearance: 130 mm (5.1 in) Dry weight: 231 kg (509,3 lb) Engine type: Water-cooled 1074 cc inline-four, DOHC, 16 valves. 155 hp (113 kW)/ 10,000 rpm, 115 Nm (11,7 kg-m)/ 9,000 rpm.

GSX-R 1100 W 1994 (R) Overall Length: 2 130 mm (83.9 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 190 mm (46.9 in) Seat Height: 815 mm (32.1 in) Wheelbase: 1 485 mm (58.5 in) Ground Clearance: 130 mm (5.1 in) Dry weight: 231 kg (509,3 lb) Engine type: Water-cooled 1074 cc inline-four, DOHC, 16 valves. 155 hp (113 kW)/ 10,000 rpm, 115 Nm (11,7 kg-m)/ 9,000 rpm.

GSX-R 1100 W 1995 (S) Overall Length: 2 245 mm (88.4 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 190 mm (46.9 in) Seat Height: 815 mm (32.1 in) Wheelbase: 1 485 mm (58.5 in) Ground Clearance: 130 mm (5.1 in) Dry Weight: 224 kg (493 lb) Engine type: 1 074 cc Water-cooled inline-four, DOHC, TSCC, 16 valves. 156 hp (117 kW), 9,5 Nm/ 4,500 rpm. Transmission: 5-speed

GSX-R 1100 W 1996 (T) Overall Length: 2 245 mm (88.4 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 190 mm (46.9 in) Seat Height: 815 mm (32.1 in) Wheelbase: 1 485 mm (58.5 in) Ground Clearance: 130 mm (5.1 in) Dry Weight: 224 kg (493 lb) Engine type: 1 074 cc Water-cooled inline-four, DOHC, TSCC, 16 valves. 156 hp (117 kW), 9,5 Nm/ 4,500 rpm. Transmission: 5-speed

GSX-R 1100 W 1997 (U) Overall Length: 2 130 mm (83.9 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 190 mm (46.9 in) Seat Height: 815 mm (32.1 in) Wheelbase: 1 485 mm (58.5 in) Ground Clearance: 130 mm (5.1 in) Dry Weight: 221 kg (487 lb) Engine type: 1 074 cc Water-cooled inline-four, DOHC, TSCC, 16 valves. 156 hp (117 kW). Measured (USA): 122.6 bhp (91 kW)/ 9.250 rpm, 75.0 ft·lbf/ 7,000 rpm

GSX-R 1100 W 1998 (V) Overall Length: 2 130 mm (83.9 in) Overall Width: 755 mm (29.7 in) Overall Height: 1 190 mm (46.9 in) Seat Height: 815 mm (32.1 in) Wheelbase: 1 485 mm (58.5 in) Ground Clearance: 130 mm (5.1 in) Dry Weight: 221 kg (487 lb) Engine type: 1 074 cc Water-cooled inline-four, DOHC, TSCC, 16 valves. 156 hp (117 kW).^[5]