685:, can use 20/20 hindsight to be more critical. Recent articles (some in comparison with newer sport bikes) still rave about the powerful 1100 cc engine but otherwise describe the GSX-R1100 as large, heavy, and unstable. Some of these assertions were 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 square-section alloy frame is prone to warping under extreme stress while later models are more rigid and offer increased power but suffer from increased weight.
700:
frame on the GSX-R750 - the box section is noticeably thicker when compared side to side. Handling was secure, but not particularly fast. The brakes consisted of two full floating discs at the front gripped by two
Sumitomo four-piston calipers and a small fixed disc gripped by a twin-piston caliper at the rear; Suzuki referred to this as the "Deca Piston" setup. Over three years of production there were only minor changes, the largest being the switch to heavier three-spoke wheels on the last J model.
768:
return to the ultra-lightweight with a new "SRAD" beam frame, which offered approx 115 bhp at the rear wheel when coupled with the added boost from the new pressurized airbox design (always particularly efficient on Suzuki's - Fast Bikes in the UK once measured a full 10 bhp increase in power on the
Crescent Racing shop's dyno and wind tunnel at 120 mph in 2003 with a GSX-R1000). All at a chassis weight "cost" on the GSX-R750WT of only 179 kg (394 lb).
63:
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world's first production alloy framed motorcycle. Building upon the Gamma's success, Suzuki introduced the four-cylinder, four-stroke, aluminum framed GSX-R400 in 1984 for the
Japanese market. A full 18 percent lighter than comparable bikes on the market, the first GSX-R 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.
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past the carburettors to beneath the engine where they 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. Where welding would have added unnecessary weight aircraft quality rivets were used. Weight was reduced further and further until parts failed to make the bike as light as practicable.
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unchanged but the torque curve on the bike was improved. The 1995 models saw weight reduced to 221 kg (487 lb) in the UK market. Some aerodynamic modifications were also introduced: most obviously narrowing the frontal area and reducing the size of the front fairing, while the separate daytime running lights were removed and incorporated into a new narrower twin headlamp cluster.
755:
The 1995 WS and onward models also featured a race-style braced swingarm (in place of the asymmetrical "banana" swingarm found on the WP and WR models). Overall peak power (approximately 133 bhp at the rear wheel - which made the enormous factory claims of 155 bhp at the crank credible) was
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issues which would have imposed a 39.4 percent tax on each bike because it was over 700 CC. 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
703:
The 1989 "K" model introduced the 1100 cc engine (the first use of the now legendary, highly tunable and strong 1127 cc air/oil cooled design) together with a new heavier, shorter and stiffer frame based on the previous year's updated and extremely well received GSX-R750J. Magazine testers gave
655:
Many of the bike's non mechanical design features were dictated by 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
631:
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 Gamma 250 with the goal of producing a lightweight two-stroke for the streets. The RG250 was the
767:
The design had reached its fullest form in the mid-1990s - but in terms of cutting-edge sports bike design, it was outdated and left behind as competition spurred the development of more powerful, lighter sport bikes. This was demonstrated most clearly than Suzuki's own brand-new 1996 GSX-R750WT, a
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The original bikes had square-section alloy frames, 18-inch wheels front and rear and a large endurance-style fairing. The early version of the engine was 1052 cc in capacity and with greater similarity to the 750 cc than later versions. The GSX-R1100's frame was somewhat stiffer than the
759:
These bikes are considered the easiest to live with and the most well rounded. Good fuel economy is possible (over 15.9 km/L at cruising speeds) and slight changes made to the foot peg position on the WS-on models made longer distances less daunting. The bike had become a highly competent and
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In keeping with the usual model development this followed many of the same changes introduced to previous year's GSX-R750WR (also known as the SP). Minor but significant changes were made to the suspension (better quality 43 mm USD forks replaced the 41 mm USD forks used on the WP and WR
731:
The 1993 "WP" model saw major engine changes with the introduction of water cooling and several significant chassis changes. The move away from oil cooling allowed an increase in power, bringing total output to 155 hp (114 kW) at the crank and introduced another very strong, reliable and
635:
Using a current model GS/GSX750ES 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
743:
A new stiffer, largely forged, five-sided pentagonal cross-section frame was introduced along with an asymmetrical "banana" swing-arm. Larger Nissin six-piston brake calipers were fitted. The bike's weight also went up slightly, finally passing the 500-pound mark Suzuki had been flirting with for
647:
While the engine used was a DOHC, four valve per cylinder design typical of most contemporary motorcycles, it had unique features that set it apart from other air-cooled designs of the day. The GSX-R used oil to cool parts of the engine otherwise unreachable by air, like the top of the combustion
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Meanwhile, Suzuki soldiered on with their powerful but heavy air-cooled 16-valve DOHC GS1100/GSX1100EZ/GSX1100EF/EG. The GSX750ES was well regarded, especially for its fine handling, but again also was another machine that represented the most refined development of its own current generation. At
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was engineered differently from most bikes of the day. The top of the shock was mounted 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 lightweight, progressive and lowered the bike's overall
719:
In 1990, the "L" model bike was again tweaked and the wheelbase lengthened to correct the previous year's handling problems. The M-model (1991) saw the addition of larger carburetors and major cosmetic changes when the fairing was reworked to place the headlights under a more aerodynamic curved
783:
Despite tens of thousands of GSX-R1100s being produced and sold all over the world, original examples in good condition have become uncommon. Many were ridden hard and often crashed. As a result, they became and remain a popular starting point for street fighter modifications and customs.
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chamber. 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 while the low-pressure, high-volume side provided oil to the cooling circuit. The result became known as the
667:
With the ground work laid by earlier, smaller bikes, Suzuki introduced the GSX-R1100 in 1986. The technology mirrored that of the GSX-R750 but added big bore power (137 hp (102 kW)), to the mix while keeping the bike as light as possible (434 pounds).
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it rave reviews but noted that something was changed between then and the bikes going on sale. The
Slingshot 1100K sold in shops suffered handling problems: either as a result of changed geometry or that it was the suspension units that were improperly set up.
676:
As motorcycles have evolved, perspectives on the GSX-R1100 have changed. When the bike was new, magazines lauded its power, handling and relative lack of weight. But today's authors who compare it against 1994's introduction of the
Supersports bikes, driven by
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had engaged in a production war in order to decide who would become the world's largest motorcycle manufacturer, resulting in oversupply. Brand new bikes went unsold, stacked up in warehouses and dealers' floors. For many years after, consumers could buy
707:
Whatever it was, the standard bike was considered hard to handle and many modern magazines went as far as to advice buyers to avoid the "K" model (some even calling that year's model a "lemon"). This opinion was reinforced with the death of Suzuki racer
588:, a bike stylistically resembling a modern sport bike on the outside but largely built on existing technology of the day, although Suzuki were very quick to adopt the DOHC 16-valve cylinder head with their GSX 1100 range (including the Katana) in 1980.
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Throughout the water-cooled years (1993-1998), the GSX-R's design saw only one major revision with the launch of the 1995 "WS"; everything else on the 1996 "WT", 1997 "WV" and 1998 "WW" models were restricted to color and graphics changes.
584:). The GS550 arrived soon after and by 1978 the formidable GS1000 were impressing customers everywhere. 1980 saw the introduction of the 16-valve DOHC engine. It also witnessed the creation of the then extremely radical and influential
775:
1998 saw the last GSX-R1100s roll off the assembly line and - despite its popularity in its heyday - there were no complaints as production was quietly stopped. Suzuki would be without a big-bore sport bike for three years before the
771:
Clearly Suzuki were returning the GSX-Rs to their race-bred roots. While Suzuki showed a great attachment to the cradle frame however, that the GSX-R250 and GSX-R400 used an alloy beam frame in the 1986-1989 (inclusive) model years.
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cover. The "N" model (1992) was mechanically the same but offered more aggressive graphics in line with its time. It was also the last year of the oil-cooled engines as the bike was re-designed for 1993.
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models), the ignition and the cams (putting back the stack of bottom end and mid range pull many believed had gone AWOL with the WP and WR models).
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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.
652:. The resulting motorcycle was rigorously tested to its breaking point: weaknesses found and re-engineered until the bugs were worked out.
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also crashed in the same race and it was enough to see the race authorities at the IOM ban the big bikes from racing for several years.
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sport bikes, most of which were derivatives of regular motorcycles. Those built by
Japanese manufacturers were built around an in-line
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measured the WS model achieving a top speed of 177 mph in 1995 sports-touring machine; a far cry from its race-born origins.
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years, but the overall look of the bike remained essentially the same as previous models. The 1994 "WR" only saw color changes.
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909:"On the cutting edge - Kevin Ash meets Tadao Baba, the man who revolutionised sports bike design with the Honda FireBlade"
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behind the front axle. The wide plastic panels under the seat were added to hide an unsightly exhaust hanger.
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Suzuki it was felt that something much newer was needed for the future, both in chassis and engine terms.
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in the UK reported on one taken to over 190 bhp at the wheel without the use of a turbocharger or
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industry was in a period of transition and pollution concerns led to large
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873:"SUZUKI MOTORCYCLES GSX R 750, GSX R 1100 Generation 1: 1985 - 1987"
240:. Statements consisting only of original research should be removed.
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75.5 mm × 60.0 mm (2.97 in × 2.36 in)
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at the Isle of Man TT in 1989 on the GSX-R-1100K race bike.
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1,074 cc (65.5 cu in) 4-stroke 16-valve DOHC
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GS750 and the GS400 for the
American market in 1976 (see:
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75 lb⋅ft (102 N⋅m) at 7,000 rpm(rear wheel)
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122.6 hp (91.4 kW) at 9,250 rpm(rear wheel)
875:. Suzuki. Archived from the original on February 14, 2012
134:. Unsourced material may be challenged and removed.
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965:on 2003-12-28 – via Mickes GSXR1100 Page.
941:on 2012-04-22 – via Mickes GSXR1100 Page.
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961:. No. 354. p. 181. Archived from
50:Learn how and when to remove these messages
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981:
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760:monstrously fast sports-touring machine:
321:Learn how and when to remove this message
256:Learn how and when to remove this message
194:Learn how and when to remove this message
1004:Suzuki motorcycles timeline 1990-present
829:"Open Superbikes, 1997: Power Trippers!"
722:
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298:of all important aspects of the article.
595:introduced the VF750 Interceptor (see:
572:Seeing an unfulfilled market position,
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931:"Classic Perf Bikes: Suzuki GSX-R1100"
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294:Please consider expanding the lead to
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650:Suzuki Advanced Cooling System (SACS)
900:
851:"Sportbike Weights and Measurements"
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132:adding citations to reliable sources
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503:251.5 kg (554 lb) (
14:
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953:"Buyer's Guide: Suzuki GSX-R1100"
732:extremely tunable Suzuki engine (
31:This article has multiple issues.
804:. Sport Rider. February 25, 2014
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515:21 L (5.5 US gal)
497:222 kg (489 lb) (
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1196:GSF400 K/NK/M/VM/P/NP/V- Bandit
802:"Sportbike Performance Numbers"
603:followed suit in 1984 with its
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286:may be too short to adequately
119:needs additional citations for
39:or discuss these issues on the
2184:Motorcycles introduced in 1986
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853:. Sport Rider. August 23, 2011
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296:provide an accessible overview
1:
937:. p. 114. Archived from
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578:dual overhead camshaft (DOHC)
567:Universal Japanese Motorcycle
544:
1870:DR800 S Big (Desert Express)
929:Seeley, Alan (August 2004).
835:. 1997-06-18. Archived from
489:1,485 mm (58.5 in)
428:163 mph (262 km/h)
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236:the claims made and adding
74:to comply with Knowledge's
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907:Ash, Kevin (2000-09-12).
892:: CS1 maint: unfit URL (
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1861:DL650 V-Strom 650 (XT)
1669:VS1400 GLP/GL Intruder
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681:'s development of the
605:Kawasaki GPZ900R Ninja
549:In the mid-1970s, the
1653:VS750/800 GL Intruder
1312:SFV650 F/S/SA/Gladius
1165:ST250 (E) / TU250 (X)
911:. The Daily Telegraph
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695:1987 Suzuki GSX-R1100
694:
1510:GSX-R600 (M) (Z) (X)
128:improve this article
1893:Suzuki V-Strom 1050
1879:DL1000 V-Strom 1000
1743:Boulevard C109R (T)
644:centre of gravity.
338:
2174:Suzuki motorcycles
1810:Suzuki V-Strom 250
1723:VL1500 Intruder LC
1486:GSX1300 R Hayabusa
1370:GSF1250 (S) Bandit
839:on March 12, 2016.
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348:1991 GSX-R1100 in
336:
333:Type of motorcycle
221:possibly contains
143:"Suzuki GSX-R1100"
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1728:Boulevard C90 (T)
1495:GSX-R400 (R) (SP)
1407:GSX1300 BK B-King
1354:GSX-S1000 (F) (Z)
1259:GSF650 (S) Bandit
1237:GSF600 (S) Bandit
935:Performance Bikes
664:arm by one inch.
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523:Suzuki GSX-R1100
477:Front: Dual disc
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25:
21:
12:
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5:
2199:
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2016:
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1866:
1865:
1863:
1858:
1856:XF650 Freewind
1853:
1850:
1849:
1847:
1842:
1837:
1835:DR650 R/RS/RSE
1831:
1830:
1828:
1826:
1824:DR-Z400 E/S/SM
1821:
1815:
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1812:
1807:
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1679:
1678:Boulevard M90
1676:
1671:
1665:
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1655:
1649:
1648:
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1639:
1637:VZ800 Marauder
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1396:
1394:
1392:
1387:
1385:
1383:
1377:
1376:
1374:
1372:
1367:
1365:GSF1200 Bandit
1362:
1359:
1358:
1356:
1351:
1349:
1347:
1342:
1340:
1338:
1332:
1331:
1329:
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1234:
1231:
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1228:
1226:
1220:
1219:
1217:
1215:
1213:
1211:GSX400 Impulse
1207:
1206:
1204:
1202:
1200:
1198:
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1191:
1189:
1187:
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1180:
1178:
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968:
944:
921:
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864:
842:
833:Motorcycle.com
815:
792:
791:
789:
786:
780:was released.
673:
670:
628:
625:
546:
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517:
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347:
332:
329:
328:
311:
310:
290:the key points
280:
278:
271:
264:
263:
246:September 2009
218:
216:
209:
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184:September 2009
116:
114:
107:
100:
99:
69:
67:
60:
55:
29:
28:
26:
19:
9:
6:
4:
3:
2:
2197:
2196:
2185:
2182:
2180:
2177:
2175:
2172:
2171:
2169:
2141:
2036:
2032:
2027:
2020:
2015:
2011:
2000:
1995:
1991:
1978:
1971:
1963:
1949:
1945:
1932:
1919:
1912:
1903:
1899:
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1889:
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1851:
1846:
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1801:
1795:
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1773:
1765:
1758:
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1736:
1729:
1724:
1718:
1713:
1708:
1707:VL800 Volusia
1700:
1693:
1685:
1675:
1674:Boulevard S83
1670:
1666:
1659:
1658:Boulevard S50
1654:
1650:
1643:
1642:Boulevard M50
1638:
1632:
1625:
1624:Boulevard S40
1620:
1615:
1611:
1604:
1603:GSX1250 FA/SE
1593:
1589:
1580:
1574:
1567:
1558:
1551:
1550:Sport Touring
1547:
1543:
1538:
1529:
1525:
1520:
1516:
1511:
1505:
1496:
1492:
1487:
1481:
1472:
1468:
1463:
1454:
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1441:
1435:
1426:
1419:
1415:
1408:
1400:
1391:
1382:
1378:
1371:
1366:
1360:
1355:
1346:
1337:
1333:
1328:GSX-S750 (Z)
1320:
1313:
1305:
1300:
1293:
1287:
1280:
1273:
1272:GSF750 Bandit
1267:
1260:
1252:
1245:
1238:
1232:
1225:
1224:GS500 (E) (F)
1221:
1212:
1208:
1197:
1193:
1186:
1185:GW250 Inazuma
1177:
1173:
1166:
1161:
1157:
1148:
1141:
1137:
1033:
1018:
1014:
1009:
1005:
998:
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991:
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979:
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936:
932:
925:
910:
903:
895:
889:
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868:
852:
846:
838:
834:
830:
824:
822:
820:
803:
797:
793:
785:
781:
779:
773:
769:
765:
763:
757:
753:
749:
745:
741:
739:
738:nitrous oxide
735:
725:
721:
717:
715:
714:Jamie Whitham
711:
705:
701:
693:
689:
686:
684:
680:
672:Model history
669:
665:
662:
657:
653:
651:
645:
642:
637:
633:
624:
622:
621:new old stock
617:
612:
608:
606:
602:
598:
594:
589:
587:
586:Suzuki Katana
583:
579:
575:
570:
568:
564:
563:four-cylinder
560:
556:
552:
542:
540:
536:
532:
528:
524:
514:
512:Fuel capacity
510:
506:
500:
496:
492:
488:
486:
482:
476:
474:
470:
467:
463:
459:
457:
453:
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396:
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307:
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291:
289:
284:
279:
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269:
260:
257:
249:
239:
235:
231:
225:
224:
219:This article
217:
208:
207:
198:
195:
187:
176:
173:
169:
166:
162:
159:
155:
152:
148:
145: –
144:
140:
139:Find sources:
133:
129:
123:
122:
117:This article
115:
111:
106:
105:
96:
86:
82:
77:
73:
70:This article
68:
64:
59:
58:
53:
51:
44:
43:
38:
37:
32:
27:
18:
17:
2034:
1999:RGV250 Gamma
1819:DR350 R/S/SE
1619:LS650 Savage
1527:
1016:
963:the original
956:
947:
939:the original
934:
924:
913:. Retrieved
902:
877:. Retrieved
867:
855:. Retrieved
845:
837:the original
832:
806:. Retrieved
796:
782:
774:
770:
766:
758:
754:
750:
746:
742:
740:injection).
733:
730:
718:
706:
702:
698:
687:
675:
666:
658:
654:
646:
638:
634:
630:
613:
609:
590:
571:
548:
535:GSX-R series
522:
520:
456:Transmission
358:Manufacturer
352:team colors.
317:
301:
285:
283:lead section
252:
243:
220:
190:
181:
171:
164:
157:
150:
138:
126:Please help
121:verification
118:
90:
81:You can help
71:
47:
40:
34:
33:Please help
30:
2179:Sport bikes
1970:DR-Z125 (L)
1788:VanVan 200
1592:GSX1100 S/F
710:Phil Mellor
627:Development
559:four-stroke
539:motorcycles
466:chain-drive
2168:Categories
1772:VanVan 125
1752:Dual-sport
1345:SV1000 (S)
915:2009-10-28
879:2007-08-28
857:August 31,
788:References
679:Tadao Baba
641:suspension
555:two-stroke
551:motorcycle
545:Background
527:sport bike
479:Rear: Disc
392:Sport bike
368:Production
230:improve it
154:newspapers
36:improve it
1902:Motocross
1757:TS Series
1537:GSX-R1000
1528:GSX-R1100
1299:SV650 (A)
1292:SV650 (S)
778:GSX-R1000
762:Superbike
485:Wheelbase
425:Top speed
380:GSX-R1000
376:Successor
371:1986–1998
350:Yoshimura
337:GSX-R1100
304:July 2022
288:summarize
234:verifying
93:July 2011
85:talk page
42:talk page
1984:RMX450Z
1948:Off-road
1938:RM-Z450
1925:RM-Z250
1840:DR650 SE
1566:GSX650 F
1519:GSX-R750
1440:TL1000 R
1425:TL1000 S
888:cite web
601:Kawasaki
591:In 1983
460:5-speed
405:inline-4
1956:DR-Z70
1845:DR650 S
1805:DR200 S
1614:Cruiser
1579:RF900 R
1557:RF600 R
1546:Touring
1462:GSX250R
1390:GSX1400
808:June 7,
569:(UJM).
228:Please
168:scholar
2152:2020s
2149:2010s
2146:2000s
2143:1990s
2026:GSX-RR
2014:RGV500
1994:MotoGP
1279:GSR750
1244:GSR600
1147:FXR150
1030:2020s
1027:2010s
1024:2000s
1021:1990s
661:tariff
616:Yamaha
574:Suzuki
531:Suzuki
494:Weight
473:Brakes
446:Torque
416:stroke
399:Engine
362:Suzuki
170:
163:
156:
149:
141:
83:. The
2019:GSV-R
1418:Sport
1336:VX800
1160:GN250
593:Honda
529:from
525:is a
434:Power
387:Class
175:JSTOR
161:books
2035:Type
1911:RM85
1017:Type
958:Bike
894:link
859:2016
810:2016
521:The
412:Bore
147:news
537:of
533:'s
505:wet
499:dry
232:by
130:by
2170::
2138:3
2126:9
2096:9
2066:9
1548:/
1134:3
1122:9
1092:9
1062:9
955:.
933:.
890:}}
886:{{
831:.
818:^
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414:/
45:.
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2060:7
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2045:2
2042:1
2039:0
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1128:1
1125:0
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1116:7
1113:6
1110:5
1107:4
1104:3
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1080:5
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1074:3
1071:2
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989:t
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918:.
896:)
882:.
861:.
812:.
507:)
501:)
324:)
318:(
306:)
302:(
292:.
259:)
253:(
248:)
244:(
226:.
197:)
191:(
186:)
182:(
172:·
165:·
158:·
151:·
124:.
95:)
91:(
78:.
52:)
48:(
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