Review of the Suzuki GSX-R 1100 motorcycle

Suzuki GSX-R 1100 sports motorcycle model

first appeared in 1986 based on the Suzuki GSX-R 750 model, but with a more powerful engine. The reason for the creation of the Suzuki GSX-R 1100 was the desire of Suzuki to present to the market a powerful, but at the same time controllable and lightweight sports motorcycle. And at some point they really succeeded - the motorcycle received a lot of positive feedback from experts who noted the power, relatively light weight and decent handling. However, over time, and in particular with the release of the Honda Fireblade, many realized that the handling of the Suzuki GSX-R 1100 is not standard and there may be motorcycles with better handling parameters and lower weight with comparable power. By the way, Suzuki understood this and constantly made changes to the frame and chassis of each new modification of the Suzuki GSX-R 1100, trying to find a compromise. Thus, early versions of the Suzuki GSX-R 1100 are lighter weight, but have a less rigid frame, which makes itself felt under high loads; later versions had a more rigid frame and sharper controls, but suffered from excessive weight. By the way, this is precisely what determines the differing reviews from experts testing different versions of the motorcycle over the years.

In 1989, the Suzuki GSX-R1100 model received major changes. In particular, the steel frame was replaced with aluminum. The engine increased its volume from 1052 to 1127 cm³ and received new Mikuni BST36SS carburetors. Also, models starting from this year are distinguished by black calipers.

In 1990, the model received minor ergonomic and cosmetic changes, as well as a new inverted fork.

Since 1991, the model has changed its appearance, and in particular the design of the headlight and fairing. Aerodynamic characteristics are improved.

The next major changes to the Suzuki GSX-R1100 model occurred in 1993, when the air engine was replaced with a new one - liquid-cooled and slightly reduced in volume to 1074 cm³. Maximum power increased to 155 hp. The frame was updated and became more rigid. The 4-piston calipers were replaced with 6-piston ones. The wheel size has changed - instead of 18′ wheels, the motorcycle received more modern and wider 17′ ones. The fuel tank capacity on all versions except California versions was 21 liters.

Between 1994 and 1998. There were no major model updates. The changes concerned mainly aerodynamic elements and engine settings (to improve torque characteristics).

The Suzuki GSX-R 1100 model was sold until 1998, after which its production was stopped. Suzuki took a break from producing large-capacity sports motorcycles, and only in 2001 introduced the flagship model Suzuki GSX-R 1000, which is still in production today.

Suzuki GSX-R model range:

• Suzuki GSX-R250
• Suzuki GSX-R400
• Suzuki GSX-R600
• Suzuki GSX-R750
• Suzuki GSX-R1000
• Suzuki GSX-R1100

The main competitors of the Suzuki GSX-R 1100 in the class:

• Honda CBR900RR Fireblade
• Kawasaki ZX9R
• Yamaha FZR1000

Brief history of the model

• 1986 - start of production and sales.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100G.

• 1987 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100H.

• 1988 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100J.

• 1989 - model changes. Aluminum frame, new larger engine, new carburetors.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100K.

• 1990 - the main change is an inverted fork.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100L.

• 1991 - new look.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100M.

• 1992 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America, Australia, South Africa).
Factory designation
: GSX-R1100N.

• 1993 - model change. New liquid-cooled engine, new frame, 6-piston calipers, wheel size changes to 17′.

Model

: Suzuki GSX-R1100 (Europe, North America).
Factory designation
: GSX-R1100WP.

• 1994 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America).
Factory designation
: GSX-R1100WR.

• 1995 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America).
Factory designation
: GSX-R1100WS.

• 1996 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America).
Factory designation
: GSX-R1100WT.

• 1997 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America).
Factory designation
: GSX-R1100WV.

• 1998 - no significant changes.

Model

: Suzuki GSX-R1100 (Europe, North America).
Factory designation
: GSX-R1100WW.

How the Suzuki Katana was tempered

1980 Suzuki is fighting with other Japanese tycoons for the top spot. Suzuki has an ace up its sleeve with the GSX 1100. 16 valves, DOHC timing and over 100 hp squeezed out of a liter engine - that's impressive! There is a small problem though. This bike doesn't look cool! The flagship model should stand out, have a sporty character, and demonstrate the company's technical progress. In this situation, the group and the European headquarters commission a project from the then unknown German studio Target Design. Hans-Georg Kasten, Hans Muth (former BMW designer) and Jan Olof Fellström work there.

They begin work in April 1980 and present a prototype three months later. Thus was born the legend - Suzuki Katana. Ironically, the name was not coined in Japan, but in Germany. The presentation of the project to the head of Osam Suzuki causes fear in the team. However, the president briefly replies: “I like it. Reminds me of Concorde. Hooray! " The futuristic prototype goes into production with minor changes. Today, the first Katanas are extremely rare and insanely expensive.

By the way: despite his age, Osama Suzuki (born in 1930) still holds the helm of his company.

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Specifications

Technical characteristics of Suzuki GSX-R 1100:

The new Katana is slow...

...an absolute surprise. Up front, Brembo four-piston radial calipers are a striking feature. If you want to tease your friends, you have a ready-made solution - the red clips included in the accessory kit. Of course, many of their friends' faces will become similar in color to them. While Brembo calipers control the front wheel, regular Nissin calipers remain at the rear wheel.

A discreet Nissin caliper works in the rear wheel. It's not something that looks great, but something that works as it should or even better. The front brake is precise and effective, despite the braking system using a classic master cylinder. What about upgraded ABS? Don't look for it in the new Katana because you won't find it. It's a pity. The ABS is traditional, just like the GSX-S 1000. For reassurance, it remains well adjusted to ensure safety.

The Katana is another bike that goes against the grain with its electronics content. There is a three-stage traction control system at the left end of the steering wheel. And this is where the electronic frills really end. Okay, you can also include LEDs in both lamps. But for example, the display is currently not a fashionable TFT.

Despite the fact that the Katana has sporting genes, the new model is not the height of comfort, which, in my opinion, is to blame for the rear tires measuring 190/50 ZR 17. Modified suspensions are adjustable, the fork has 43 mm diameter lags and the shock absorber with adjustable spring preload and recoil damping are tightly tuned. So comfortable driving is guaranteed only on smooth roads. Additionally, if you enjoy sport-style riding, you'd probably like to take a more sporty position at the helm. The Katana has a high handlebar and sits comfortably on it.

Reviews

Reviews about Suzuki GSX-R 1100:

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I refueled, crawled and got used to it about 100 km home... the first sensations were a heavy infection, the brakes were weak, everything was somehow not very good. An hour later - This is what I dreamed of! Indeed, Bes, after 1500 km and changing the tires, we are one whole. In traffic jams, he is excellent, goes to the point from a standstill (just place the points correctly), when spinning up to 8-9 thousand of each “teleport” gear, the front wheels do not come off (I have regular sprockets ) maximally accelerated to 290 (I agree that this is too much; tires are designed up to 270, but curiosity took over). At the moment, about 8000 km have been covered, daily use, rain is also not a hindrance, a huge plus is the mass of the motorcycle on the road, as if on rails, the only minus is at high speeds (it’s a bit slow to stop from 200) on the track, it’s a bit heavy without a lot of experience, (this season has already seen a drop on the track) in general it’s a good unit, but it’s a bit expensive for spare parts and a bit old, all the reinforcements are installed from the factory, the chain is 532 with a timing belt the same song... there is not a lot of spare parts... the engine is noisy... the windshield is preferably a little higher (any sport is adjusted to suit itself, there are enough spinners and spinners), but any little inconveniences will pale in comparison with its dynamic capabilities... not many modern sports can compare with it (unless of course go and not take pictures))). and you don’t need to be afraid of the motorcycle itself and its crazy power, be careful and careful yourself... there aren’t very many rules... experience will come with time and your efforts... (to learn how to swim you need to get into the water) as a result - a gorgeous rotten one for affordable money... Repair and Do it yourself...without difficulties, the manual is available, synchronization is not problematic (no need to disassemble anything), the tank lasts 180-200 km, a living unit will live and delight...Good luck on the roads. (I’m 38, I won’t say that it makes me look younger...it makes me look younger doesn't make you old..)))

When driving aggressively, it consumes at least 11-12 liters.

The device is very strong, the frame is rigid, there is a damper right away, the engine has a fairly even torque and pulls well, there are no complaints about the gearbox. The motorcycle is quite heavy (compared to the new liter sports bikes) and its wheelbase is slightly larger. In general, there is a reserve of power, there is a reserve of stability (even if you accidentally steer into long longitudinal cracks/other holes on the asphalt, everything is ok), and it forgives mistakes for a beginner.

The brakes are excellent, even with ordinary unreinforced hoses and without much skill or experience, you can catch the moment when the front wheel begins to slip and squeal (I couldn’t do a stop by accident, I didn’t try on purpose).

Because of the weight, it’s not particularly convenient to turn around on slopes and in the presence of holes, sometimes you want to lighten it by about 50 kilograms, but this rarely happens

At speed, everything is fine with the controls, you can calmly maneuver in the flow without straining.

The engine is noisy, but they say that “old school jixers are almost Ducati”, so it should be noisy.

It’s unpleasant to drive on a dirt road with large stones, as well as on mud/wet clay with ruts, but it’s possible slowly, there are no problems with traction.

There is a transmission sensor in stock that changes the ignition timing in lower gears and reduces torque, making the motorcycle more “user friendly”.

Description

The Suzuki GSX-R 1100 sports motorcycle model first appeared in 1986 based on the Suzuki GSX-R 750 model, but with a more powerful engine. The reason for the creation of the Suzuki GSX-R 1100 was the desire of Suzuki to present to the market a powerful, but at the same time controllable and lightweight sports motorcycle. And at some point they really succeeded - the motorcycle received a lot of positive feedback from experts who noted the power, relatively light weight and decent handling. However, over time, and in particular with the release of the Honda Fireblade, many realized that the handling of the Suzuki GSX-R 1100 is not standard and there may be motorcycles with better handling parameters and lower weight with comparable power. By the way, Suzuki understood this and constantly made changes to the frame and chassis of each new modification of the Suzuki GSX-R 1100, trying to find a compromise. Thus, early versions of the Suzuki GSX-R 1100 are lighter weight, but have a less rigid frame, which makes itself felt under high loads; later versions had a more rigid frame and sharper controls, but suffered from excessive weight. By the way, this is precisely what determines the differing reviews from experts testing different versions of the motorcycle over the years.