325:- a bike with a de-stroked engine and minor cosmetic differences due to the imposition by the U.S. Government of a 50% tariff on all imported motorcycles displacing more than 700cc (repealed in 1988). All other markets continued to receive 750cc models. Modifications in 700cc guise included taller pistons and slightly differing cam lift and timing. This plus a change in factory gear ratios enabled Suzuki to produce a US-only motorcycle with near-identical performance specifications to the
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models 19" wheel. The 16" wheel making its production debut on a Suzuki with the GS650 Turbo. The 16" front wheel was a development used in early to mid 1980s 500cc GP motorcycles at the time to quicken steering at high speeds by reducing the gyroscopic effect and shortening/widening the front tyre contact patch. On the road the 16" wheel proved unpopular and quickly fell out of favour due to its instability on bumpy road surfaces.
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The other major difference with the first GSX engines was the move from direct overhead cam actuation of the valve by shim and bucket of the GS engines, to valve actuation via short forked rocker arms in the GSX -the valves stems and springs being located inboard from the camshafts due to the reduced
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The earlier GSX750 and GSX1200 Inazuma (GSX750W and GSX1200W) were offered in Japan and Europe for a short time besides the GSF1200 Bandit to cater for a clientele that went for a more traditional styling and a somewhat higher build quality. When they proved sufficiently popular for overseas export,
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were also provided to the front and rear of the combustion chambers. The higher burn speed, coupled with lowered heat loss from the shallower combustion chambers created by comparatively narrow included valve angles and the flat topped piston meant that the GSX engines produced more power and torque
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had air-adjustable anti-dive forks, preload and compression-adjustable rear mono-shock ("Full-Floater"), disc brakes at both ends, a fuel gauge and digital gear indicator. More significantly, the 83 GSX750 was Suzuki's first mass appeal motorcycle to sport a 16" front wheel in place of the previous
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was Suzuki's first real foray into four-stroke motorcycles. Although Suzuki produced 90cc and 123cc four-stroke single cylinder road bikes under the brand
Colleda in the mid-1950s, up until 1976 Suzuki was primarily a builder of two-stroke motorcycles. Suzuki's range of road going motorcycles was
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These modern non-US GSX-models carry little in common with their early to mid-eighties cousins other than a distant ancestor in their powerplant. The GSX 1100S Katana has been reissued as an anniversary model several times for the
Japanese domestic market (where the GSX 400S Katana remains a very
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These Suzuki GSX models were the evolution of the GS series of two-valve-per-cylinder air and oil-cooled four-stroke motorcycles. The first four-valve engines were produced for the 1980 model year, but retained the "GS" designation for the US and
Canadian markets until the release of the GSX-R
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The key feature of the GSX engine was the change from the common two-valve per cylinder hemispherical combustion chamber with domed piston design of the GS engine, to a four-valve per cylinder Twin Swirl
Combustion Chamber (TSCC) with flat topped piston design. The TSCC design was essentially a
184:, so common was this 4-cylinder four-stroke configuration amongst the Japanese manufacturers at the time. The 63 bhp air-cooled, twin-cam, in-line four cylinder, GS750 road bike set the pattern for the GS/GSX range until the birth of the first of the race-replicas, the 1985 air/oil-cooled
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The two-valve engines remained in production in parallel with the four-valve power plants, the larger two-valve four-cylinder engines gaining shaft-drive and being used to power Suzuki's more touring-orientated bikes such as the GS 850G and GS 1100G, while the GSX series represented performance
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popular model with styling straight from the early-1980s), and
Yoshimura has recently released a small handful of fully re-worked factory GSX 1100S Katana models for sale, requiring potential buyers to win an essay contest before being granted the opportunity to purchase one of these bikes.
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design to which was added a slightly raised ridge running along the combustion chamber roof parallel to the gas flow of the inlet charge. This was to encourage controlled swirl of the incoming fuel-air charge in order to increase the fuel burn speed through better flame front propagation.
487:(though the Bandit chassis means that it carries 110 lb extra weight compared with a GSX-R), the engine has had a small amount of remapping to encourage revs, and the suspension is tweaked. It also has a one-piece seat, unlike the Bandit.
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models in 1986 (1985 outside the US). These GSX engines were based on Suzuki's "TSCC" (Twin-Swirl
Combustion Chamber) engine design, and shared little with previous two-valve models. In 1999, only for the Asian market, the sport-touring
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version. Although this bike received solid reviews from testing magazines (and came to be the testers' preferred 750 sport machine for the year), its release was an ill-timed duel against Honda's all-new V4 engine in the form of the
188:. The GS750 two-valve engine showed the influence of Suzuki's long history of two-stroke design and manufacture; the new four-strokes sporting pressed together roller bearing crank-shafts universally used in two-stroke bottom ends.
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characterizing the breed. The GS750 introduced in 1976, along with the parallel-twin GS400, was Suzuki's first large multi-cylinder four-stroke motorcycle. The GS was Suzuki's version of what was and is referred to as a
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powered by four-valve per cylinder four-stroke engines. The first GSX models were introduced in 1980 and represented the next step in Suzuki's four-stroke road bike range after the two-valve
286:, which had the same "TSCC" engine design but, with the designation of GSX-S. Although, that had little in common with the more modern GSX-F Katanas which are, like the previously mentioned
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signaled a new direction of race-replica sport bikes. The GSX range being relegated from the role of flag-ship models in the Suzuki range. 1984 also saw an update in color schemes for the
383:. The original Hans Muth designed GSX-S Katanas were also dropped from Suzuki's global lineup by the mid-1980s, with sporting/racing duties better served by the lighter SACs (
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lived on with significant styling changes for the 1984 model year with the addition of a 16" front end, including a full-faired 124 bhp monster of a musclebike, the
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The current range of bikes by that name are completely different designs that use derivatives of former super sports engines from the early-to-middle
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in North
America only) lineups, based on detuned GSX-R engines with significant body styling changes such as an electrically operated screen in the
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Current GSX models are powered by derivatives of this in-line, four-cylinder engine with four valves per cylinder, which is also used in the
483:, with much the same specification and components. The additional lower fairing, however, gives it a sportier look similar to that of the
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was completely restyled in 1984 sharing the same engine and 16" front wheel chassis of the ES. 1984 also saw the release of completely new
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is known as the Suzuki Across and is notable as it has a rear petrol tank and a helmet storage area where the petrol tank usually is.
431:) received an updated engine for 1984, along with Suzuki's other big-bore four-valver models. This is the engine that the first
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lived on for a few more years, but was eventually superseded by the sport-touring orientated GSX-F series, marketed in the US as
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GS 250 emerged. Subsequently, to be given the designation GSX in 2001. By 2005, that was then completely discontinued. The
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faired sport touring models, now in their second generations, and the unfaired, twin-shock GSX 750 and GSX 1400 models.
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included angle between inlet and exhaust valves. Apart from the heads the GS/GSX engines were of a common design.
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In North
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model with full upper and lower sport fairings (never available as a factory option in the US).
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up to the end of the 2006 model year. They feature a combined air/oil cooling system called
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The TSCC engine was once again redesigned in 1983 with the introduction of a completely new
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This article is about the main GSX series. For Suzuki's series of sport/racing bikes, see
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almost entirely two-stroke in the mid-1970s (the oddball being the Wankel Rotary powered
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and the flagship 750cc water-cooled, posi-lube lubricated, three-cylinder two-stroke
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1982 GS(X)750E all stock/original except aftermarket screen and parcel rack
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A 1982 GSX750 used by the New
Zealand Ministry of Transport
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Among the earliest GSX models were the two-cylinder
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491:they were quickly developed into the current
449:The current GSX series is produced as the
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116:Learn how and when to remove this message
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321:In 1984 the U.S. market received the
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54:adding citations to reliable sources
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468:The bike was used to win the 2007
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41:needs additional citations for
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200:GSX1100 16-Valve head (GS1100)
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182:Universal Japanese Motorcycle
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215:Pent-roof combustion chamber
208:GSX1100 (GS1100) TSCC Detail
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16:Range of motorcycles
485:Suzuki GSX-R Series
433:Suzuki GSX-R Series
65:"Suzuki GSX series"
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48:Please help
43:verification
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411:Current GSX
393:GSX 1100EFE
333:and as the
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532:References
481:Bandit 650
360:and a new
299:(GSX 750E)
130:GSX Series
76:newspapers
371:GSX1100F.
350:GSX 750ES
346:GSX-R 750
327:GSX 750ES
315:GSX 750ES
313:The 1983
238:Early GSX
164:GS Series
149:Suzuki GS
142:GS Series
557:Category
510:See also
504:GSX 250F
493:GSX 1400
425:GSX 750S
397:GS1150EF
389:GSX 1100
377:GSX 750E
335:GS 700ES
270:and the
106:May 2010
477:GSX650F
455:GSX750F
451:GSX600F
381:Katanas
331:GS 700E
295:GSX 750
288:Thunder
280:Thunder
272:GSX 400
268:GSX 250
90:scholar
429:Katana
401:Katana
323:GS 700
134:Suzuki
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177:GT750
97:JSTOR
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169:RE-5
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