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Suzuki GS1100-1200

Suzuki GS1200
 

 

 

Suzuki GS1200SS история модели 2001 - 2002

 

 

 

В начале восьмидесятых, когда Suzuki впервые представила свои мотоциклы объемом более 1000cc, японцы на внутреннем рынке в Японии не могли их купить. Правила запрещали продажу мотоциклов с объемом двигателя больше, чем 750cc. И это неудивительно, Катаны 1100cc и другие мощные спортивные мотоциклы восьмидесятых хорошо продавались в течение десятилетия в Европе и США и лишь после того, как эти модели насытили западный рынок, запреты, наконец, были сняты, поскольку ностальгический дизайн по-прежнему был востребован на родине, в Японии.

Необходимо отметить, что новый GS1200SS является всего лишь современной версией модели GSX-R1100 восьмидесятых годов. Другими словами, это спортивный мотоцикл для тех, кто мечтал об этом, но не мог его получить дома. GSX-R1100 был представлен ​​на внутреннем рынке в 2001 году, и стал доступен в черном и красно-черном цветах.
GS12000SS это полностью современный мот, хотя в некоторых деталях он еще старомоден. Например, спидометр и тахометр не были еще электрическими, как это сделано во многих других современных мотоциклах. Тем не менее, сухая масса мотоцикла составляет всего лишь 210 кг (462 фунтов), что дает ему возможность развивать достаточно высокую скорость с его 100 л.с.
 

 

RedfoX GS1200SS Yoshimura(-02)FULL SYSTEM HAND BENT TITANIUM CYCLONE

 

 

 

2001 Suzuki year code: K1

 

 

Suzuki GS1200SS GS1200 GS 1200 SS 2001
Overall Length: 2 115 mm (83.3 in)
Overall Width: 765 mm (30.1 in)
Overall Height: 1 220 mm (48.0 in)
Wheelbase: 1 460 mm (57.5 in)
Seat Height: 770 mm (30.3 in)
Dry weight: 210 kg (462 lbs)
Engine type: Air and oil-cooled 1.156 cc inline-4, DOHC, 16 valves. 100 hp (74 kW)/ 8.000 rpm, 94 Nm (9,6 kg-m)/ 6.500 rpm.

Here's even larger picture.

Suzuki GS1200SS GS1200 GS 1200 SS 2001
Overall Length: 2 115 mm (83.3 in)
Overall Width: 765 mm (30.1 in)
Overall Height: 1 220 mm (48.0 in)
Wheelbase: 1 460 mm (57.5 in)
Seat Height: 770 mm (30.3 in)
Dry weight: 210 kg (462 lbs)
Engine type: Air and oil-cooled 1.156 cc inline-4, DOHC, 16 valves. 100 hp (74 kW)/ 8.000 rpm, 94 Nm (9,6 kg-m)/ 6.500 rpm.

Suzuki GS1200SS GS1200 GS 1200 SS 2001
Overall Length: 2 115 mm (83.3 in)
Overall Width: 765 mm (30.1 in)
Overall Height: 1 220 mm (48.0 in)
Wheelbase: 1 460 mm (57.5 in)
Seat Height: 770 mm (30.3 in)
Dry weight: 210 kg (462 lbs)
Engine type: Air and oil-cooled 1.156 cc inline-4, DOHC, 16 valves. 100 hp (74 kW)/ 8.000 rpm, 94 Nm (9,6 kg-m)/ 6.500 rpm.

 


Suzuki GS1200SSSuzuki GS1200SS
 

2001 GS1200SS sales brochure from Japan (two pages). Click to enlarge.


 


GS1200SSGS1200SSGS1200SS

GS1200SS
GS1200SSGS1200SS


 

2001-2002 GS1200SS (BC-GV78A) specifications (Japan)

Engine type (V719):

Air/oil-cooled inline-4 4-stroke

Cylinder volume:

1156 cc

Valve system:

DOHC, 4 valves per cylinder, chain driven

Compression ratio:

9,5 :1

Bore x stroke:

79,0 x 59,0 mm (3.11 x 2.32 in.)

Power output:

100 hp (75 kW)/ 8.000 rpm

Torque:

95 Nm (9,6 kg-m)/ 6.500 rpm

Fuel economy:

28 km/liter (60 km/h)

Fuel tank capacity:

18-20 liter*

Ignition:

Full transistor

Carburetor:

CVR32

Starting system:

Electric start

Lubrication:

Wet sump

Engine oil capacity:

4,6 liter

Clutch:

Wet multiple type coil spring

Transmission type:

5-speed constant mesh

Primary reduction ratio:

1.565

Secondary reduction ratio:

3.000

Gear ratios:

2.384/1.631/1.200/1.956/0.833

Secondary drive type:

Chain

Overall length:

2 115 mm (83.3 in)

Overall width:

765 mm (30.1 in)

Overall height:

1 220 mm (48.0 in)

Wheelbase:

1 460 mm (57.5 in)

Seat height:

770 mm (30.3 in)

Ground clearance:

130 mm (5.1 in.)

Dry weight:

183 kg (403 lbs)

Front axle load:

76 kg (167 lbs)

Rear axle load:

107 kg (235 lbs)

Dry weight:

209-210 kg (460-462 lbs)*

Front suspension:

Telescopic (43 mm)

Rear suspension:

Swing arm

Caster:

25°

Trail:

99 mm (3.90 in)

Front tyre:

120/70-ZR17 (58W)

Rear tyre:

170/60-ZR17 (72W)

Front brake:

310 mm Dual disc, hydraulic

Rear brake:

Single disc, hydraulic

Seating capacity:

2 persons

Retail price in Japan 2002:

920,000 Yen

* The smaller numbers (fuel tank, dry mass) are for the 2002 year's model.


 


 

2002 Suzuki year code: K2

 

 


 

Модель 2002 года, второго года выпуска, получила некоторые незначительные изменения. Был переработан топливный бак, его объем был снижен с 20 до 18 литров, что позволило снизить вес мотоцикла с 210 до 209 кг., кроме того, на баке была установлена новая крышка​​. В моделях 2002 года появились так же новые доступные цвета - сине-белый и красно-черный. Цена, естественно выросла.
 

Suzuki GS1200SS GS1200 GS 1200 SS 2002
Overall Length: 2 115 mm (83.3 in)
Overall Width: 765 mm (30.1 in)
Overall Height: 1 220 mm (48.0 in)
Wheelbase: 1 460 mm (57.5 in)
Seat Height: 770 mm (30.3 in)
Dry weight: 209 kg (460 lbs)
Engine type: Air and oil-cooled 1.156 cc inline-4, DOHC, 16 valves. 100 hp (74 kW)/ 8.000 rpm, 94 Nm (9,6 kg-m)/ 6.500 rpm.



GS1200SSGS1200SSGS1200SS

2002 GS1200SS sales brochure from Japan (four pages). Click to enlarge. Sent by Gianni R.

 

Основная информация

Модель:

Suzuki GS 1200 SS

Год:

2002

Тип:

Спортбайк

Двигатель и привод

Рабочий объем:

1156 см3

Тип:

Четырех цилиндровый рядный

Тактов:

4

Мощность:

100.00 л.с. (73.0 кВт)) @ 8000 об./мин.

Компрессия:

9.5:1

Диаметр х Ход поршня:

79.0 x 59.0 мм (3.1 x 2.3 дюймов)

Крутящий момент:

94.00 Нм (9.6 kgf-m / 69.3 ft.lbs) @ 6500 об./мин.

Клапанов:

4

Контроль топлива:

DOHC

Коробка передач:

5 скорости

Размеры

Вес:

210 кг

Высота:

1220 мм

Длина:

2115 мм

Ширина:

765 мм

Дорожный просвет:

130 мм

Высота по седлу:

770 мм

Ходовая

Колесная база:

1460 мм

Скорость и ускорение

Мощность/Вес:

0.4762 л.с./кг

Прочее

Вместимость бензобака:

20 л.

Передняя покрышка:

120/70-ZR17 58W

Задняя покрышка:

170/60-ZR17 72W

Передний тормоз:

Двойной диск

Задний тормоз:

Один диск


 
 

 

 


Suzuki GS1150

 

 

Suzuki GS1150E история модели 1984—1986

 

 

1984 Suzuki GS1150ES, year code: E

 

 


 

Make Model

Suzuki GSX 1100ES   (GS 1150ES)

Year

1984

Engine

Air cooled, four stroke, transverse four cylinders, DOHC, 4 valves per cylinder,

Capacity

1135

Bore x Stroke

74 x 66 mm

Compression Ratio

9.7:1

Induction

4x 36mm Mikuni carbs

Ignition  /  Starting

-  /  electric

Max Power

124 hp @  8500 rpm  (rear tyre  119 hp @ 8500 rpm)

Max Torque

10.7 kg-m @ 6500 rpm

Transmission  /  Drive

5 Speed  /  chain

Front Suspension

37mm Kayaba air assisted, adjustable spring preload and compression damping. 150mm wheel travel

Rear Suspension

Single Kayaba shock, adjustable spring preload and rebound damping. 114mm wheel travel

Front Brakes

2x 275mm discs 2 piston calipers

Rear Brakes

Single 275mm disc 1 piston caliper

Front Tyre

110/90-16

Rear Tyre

140/90-17

Dry-Weight

238 kg

Fuel Capacity 

20 Litres

Consumption  average

38.2 mp/g

Standing ¼ Mile  

11.1 sec /  123 mp/h

Top Speed

140 mp/h

Suzuki launches the first missile in the Superbike War of '84

There's no stopping it now. The first shot has been fired, and there won't be peace in the world of motorcycling until the last battle has been decided. I The Superbike War of 1984 brings to the conflict the most awesome weapons ever to roll out of showrooms and onto the streets. It pits the most innovative, potent motorcycles in history against each other, and they come to the battlefield in numbers never seen in any previous performance war. Every major manufacturer has at least one new high-performance weapon. Honda has two new superbikes to add to its V65 Magna, and the addition of the GPz900R to its line gives Kawasaki a total of three road rockets. But Suzuki arrives at the battlefield first, and considering the 49.4 percent tariff that must be paid on imported big bikes, the company has come in with a formidably low price. The GS1150 hit California Suzuki dealers before the end of '83; some of its competitors may not arrive until mid-April. It costs $4785, a cut below the prices set or hinted at by other manufacturers. In the battle for sales, at least, Suzuki has hammered out important advantages.

In the GS1150 the company also has a formidable—perhaps unbeatable-combatant in the horsepower war. You want to know just how potent Suzuki's latest weapon is, right? How's this? On his third launch down Carlsbad Raceway, Jay "PeeWee" Gleason shot through the timing lights at 127.8 mph just 10.61 seconds after dropping the clutch back at the starting line—and this was despite a slippery rear tire that greatly reduced traction on the already slippery starting area. Correcting those figures to reflect times for standard temperature and pressure at sea level, the 1150's time computes to 10.56 seconds at 128.6 mph. Our official time for the GS1150, the one recorded by Road Test Editor Jeff Karr, is 10.73 seconds at 126.8 mph, which corrects to 10.68 seconds at 127.5 mph. This is by far the quickest bike we've tested, despite the bad traction.

It's hard to make accurate comparisons with previously tested superbikes because they were all run at the defunct Orange County International Raceway, which is universally regarded as a faster strip with better traction. The quickest of the bikes tested there was the Kawasaki 750 Turbo, which Karr launched to a best run of 10.99 seconds at 123.2 mph and which the Master, Gleason, fired through the quarter-mile in 10.70 seconds. The best times for normally aspirated bikes at OCIR were 11.07 seconds at 123.5 mph for the Kawasaki GPz1100 and 11.10 seconds at 122.6 mph for the '83 Suzuki GS1100 Katana. While it may be difficult to establish an exact comparative figure, it is clear that, even without the benefit of correction, the GS1150 ushers in a new era of acceleration, power and engine performance. Gleason's professional assessment is that, on a better strip, the GS1150 would run the quarter in well under 10.5 seconds.

As detailed in the accompanying technical discussion, the GS1150 engine is essentially a reworked, breathed-on GS1100, and the family resemblance is obvious in its feel, sound and response. The extended valve timing and increased lift have shifted the power up the rev band slightly. The engine generates a noticeable increase in power at high rpm over the 1100 but feels' comparatively less forceful at moderate rpm. However, whatever effect the altered camshafts have had on midrange rpm is offset by the increases in displacement and compression. The overall result is similar to power characteristics of the 1100 engine below about 7000 rpm but with more power and acceleration at the top of the rev band. The 1150 is happy to accelerate right past its redline, which is set at 9000 rpm. If you don't pay attention or don't have a chance to shift, it will run up past 10,000 rpm. Suzuki's big four is still the most potent torquer on the road, however. It recorded a top-gear roll-on speed of 90.5 mph after a 200-yard run from 50 mph. The '83 Katana was the best top-gear puller previously tested, scoring a roll-on speed of 87.6 mph.

Although slightly faster to warm up than the 1100, our 1150 was still jetted on the lean side. It surged slightly on cold nights at cruising speeds, but responded cleanly when the throttle cable was jerked. Light-handed drones at highway speeds routinely yielded fuel mileages exceeding 50 mpg. During racetrack testing and high-speed sprints through some of our favorite kinky canyons, mileage dropped to less than 30 mpg.

The clutch worked flawlessly during the evaluation. Most staffers found no fault with gearshifting, either. However, a couple" noted instances when the shifting mechanism became slightly balky during a series of downshifts and seemed to have problems indexing between shifts. Neutral finding was easy and was aided by the big digital gear indicator. There was an average amount of lash in the drivetrain that some riders objected to in slow first- or second-gear turns where they were trying to roll the throttle on gently and evenly.

In general, we preferred the 1135cc engine to the old 1074cc mill. However, one engine-related area that most evalua-tors criticized was vibration. Between 60 and 65 mph in fifth gear, our bike produced a band of vibration that annoyed all but one rider enough to provoke firm negative comments. Some complained it made their feet uncomfortable; others were more aggravated by the buzz in their hands. Everyone agreed the vibration occurred at a bad point.

Otherwise, the 1150 was surprisingly comfortable, even with its built-for-speed riding posture. A few riders wished for a little less weight on their arms or hands on long touring-type rides, but the riding position was well received in other respects with the bar-peg-saddle layout getting high marks all around. Although the two-piece seat felt hard at first and seemed rather sharp-shouldered, it didn't get any harder after a few hours in the saddle if anything, it felt softer. It is flat and roomy enough for almost everyone, and the rise to the passenger seat provides some support during acceleration without crowding you into the bars or limiting space for position changes. Even with the tautened suspension, the 1150 rides quite well. The suspension rates are a good compromise between the demands made for comfort and cornering control. There is also a wide latitude in the available adjustments.

The GS1150's fairing is wider and offers more wind protection than wind-splitters on other current sport bikes. It protects your hands and legs from direct wind blasts and also keeps most of the wind off your torso. A little more wind rushes past your helmet than on some other bikes, but it is a smooth rush that most of us find much less annoying than a lighter but more turbulent windstream. By diverting the wind away from the rider, the fairing makes the ride quite comfortable at the very high speeds at which the 1150 easily cruises.

Suzuki has armed the GS1150 with a chassis just brimming with useful components and potential. Most of the components and systems work well, but handling is marred by a few problems that could have easily been avoided. The steering has been quickened fractionally compared to the GS1100 by the switch to the 16-inch front wheel, and the GS1150 steers with greater certainty and precision than the 1100 ever did. The chassis feels more rigid and responsive than the 1100's and is very stable at all speeds. The American Road Racing Association graciously allowed us to partake of some of its track time during morning practice at Riverside Raceway, and the GS1150 proved it won't wobble or wallow while cornering at speed and it will track through turns precisely.

Part of the stability comes from the high center of gravity, caused by the fairly high engine location. Considering that Suzuki's engine (which has its ignition and generator placed at the ends of the crank instead of behind the cylinders as on other new in-line fours) is wider than most of its competitors', the high engine placement may have been dictated by cornering ground-clearance requirements. Though cornering clearance is up to the standards of other big sporting bikes, the high center of gravity slows steering response and increases the effort required to pitch the 1150 into a turn at speed with the narrow (26 inches) handlebars. The high weight placement also causes the 1150 to sit up if you use the brakes while cornering. None of this should be taken to mean the 1150 is a truck during hard cornering. It definitely is not. However, brief introductory rides on the new Yamaha FJ1100 indicate that it steers more lightly and quickly without sacrificing any stability. On the other hand, the Honda VF1000 Interceptor seems to share some of the slow, high-effort steering found in the Suzuki. However, our impressions of both the Yamaha and Honda were taken from prototype models ridden only on the racetrack; they are subject (and likely) to change as we do more extensive riding on production models.

One of the flaws of the GS1150's handling is the tires, which just aren't up to the power or handling loads the bike can generate. Exuberant starts spun the rear wheel much more easily and fast cornering had the tires slipping more than on similar machines. Although it was possible to drag components while cornering under trailing throttle, if we accelerated while leaning over, the rear wheel usually began to slide before anything touched down. The tire could not accept both heavy cornering and drive loads.

An interrelated problem arises in the new anti-dive system. Although this new system, which is activated by fork travel instead of brake application, solves some of the traditional problems with Suzuki

anti-dive brake systems, it creates new problems with suspension response. The trouble is that the system can't differentiate between fork movement that results from braking and fork movement caused by bumps, cornering loads, etc. The compression damping can be increased by any major movement of the fork. Unfortunately, you want normal,moderately damped fork response in some of these instances, especially when cornering hard through bumpy turns. With the GS1150, you sometimes get a suddenly stiffened front end that can't respond to bumps and that isn't giving 100 percent to keep the front wheel on the road. Combined with the 1150's mediocre tires, this can lead to sudden slides during fast cornering in a series of stutter bumps or through a gravity dip. Of course, if the bump is big enough and hit hard enough, the system's blow-off valve bypasses the anti-dive damping system. Part of the problem is the difficulty in predicting what will happen. With brake-activated systems, you can simply ease off the brake when you see a bump coming. But with Suzuki's Positive Damping Force (PDF) anti-dive system it is difficult to predict if the anti-dive will activate or whether a bump is big enough to trigger the blow-off feature and bypass the anti-dive. There is certainly little you can do to control it. Some riders found that shifting their weight as far forward as possible put enough pressure on the fork to activate the blow-off system, but the riding position was awkward and other control problems arose. Varying the anti-dive's settings changes the point where the extra compression damping cuts in and can reduce the percentage of bumps that cause problems, but it doesn't eliminate the situation. Once you have had the front end suddenly stop responding to bumps in the middle of a corner and have felt the front tire skitter, your confidence in the machine is likely to drop sharply.

Fortunately, it should be possible to remedy the quirks of the front suspension or at least bypass the anti-dive system without too much effort. There are also plenty of good sporting tires available to fit the 1150. If we can hang on to our GS1150, we will try to remedy its only major problems and report our results in a month or so.

Looking past the anti-dive's pitfalls, you discover an excellent suspension system, which provides both comfort and control. Altering the fork's adjustments is simplified by eliminating the valve on the 1100 which changed fork air pressure. Rear damping and spring preload change with slick remote adjusting controls on the left side of the bike just below the seat. The rider can easily reach them while riding, and they offer a useful range of adjustments, allowing the bike to adapt to the racetrack and back to the freeway with just a few twists of the wrist. As a general standard, we used the No. 2 settings on the springs at both ends and on the rear shock damping, moving up to the No. 3 settings (sometimes with No. 4 shock-damping settings) for more aggressive passes down twisting roads. We used maximum preload to quicken steering a trifle or shift a bit more weight to the front in an attempt to overcome some of the anti-dive's glitches. Although the 1150 has less steering lock than the 1100, it is still pretty easy to maneuver at low speeds without a lot of dabbing or back strain.

Removing the anti-dive from the braking system has created a much more positive, solid feel in the brakes, which now use double-action calipers like the GS550's, and riveted rotors. The effort required to apply the front brake hard at high speeds is fairly forceful. To stop hard when you are going fast, you need a solid four-fingered squeeze, and it's difficult to be sensitive when pulling so hard on the lever. However, the power to lock the front wheel is there if you apply the necessary pressure. The rear brake is quite good, offering control and all the power needed, but as with the front, the tire is the limiting factor.

Maintenance has been simplified from the 1100 in several areas. One long-overdue change is the emergence of the battery from beneath the airbox, where it has been hidden on big GS models since the GS1000. Another change is in the valve cover, which now has a reuseable neo-prene gasket. The valves can be adjusted simply by removing the fuel tank; the fairing need not be pulled. The tool kit, located in its tray beneath the passenger seat, can be easily reached by removing the rider's portion of the saddle. Installing the saddle (just the front half detaches) is easier than it used to be, too.

Several miscellaneous items generated comments. The big headlight was universally applauded (although some of us wished for an adjuster in the cockpit), while the feeble horn was unanimously derided. Sloppy welds on the exposed portion of the frame (the hidden portion still uses round tubes) drew some fire. Al-

though a couple of riders wished for more legible instrument numbers, the warning lights received warm reviews. We also like the fact that the oil temp gauge shows temperature rather than a limit. Reaction to the taillight/license-plate-light treatment varied. Everyone liked the "GP-style" gas cap, which gives-you a choice of locking or leaving it accessible. The wraparound rubber strips on the back of the tank give the 1150 a Katana flavor and function as knee pads, but some riders discovered that jeans sometimes caught on the edges.

There will actually be two identical versions of the GS1150, both available in red and white or blue and white. In every state except California, it will be sold as the GS1150ESE, an '84 model. In California, it will be designated the GS1150ES3 and will officially be an '83. This permits Suzuki to slip it through a loophole in California's toughened smog requirements for motorcycles, but it also means the number of GS1150s for sale in California will be limited to those that get in under the deadline. There are three side effects to this ploy: 1) there will be no evaporative emissions canisters on California GS1150s; 2) the GS1150 will go on sale sooner than its competitors—in most cases three or four months before; 3) the GS1150 won't benefit from the 10 percent drop in tariff which occurs in April and which is one reason the other bikes will be introduced so late. It is therefore interesting to note that the 1150, at $4785, will apparently be priced below most of its competitors, even the made-in-U.S.A. Kawasaki GPz1100 ($4799). Honda's V65 Magna and Sabre may be priced below the GS1150ES, but the other big-motor sport bikes—Kawasaki GPz900R, Honda VF1000 Interceptor and Yamaha FJ1100—will probably be at least slightly higher.

Suzuki has a great deal riding on the GS1150. It is its new flagship model. And as the only '84 model to debut thus far, it is responsible for drawing traffic to dealer showrooms where Suzuki is counting on selling a great many noncur-rent models this year. Perhaps most important, the 1150 carries the corporate banner into the Superbike War of '84 and is charged with upholding Suzuki's honor against the horde of all-new models massing just over the horizon.

We predict the GS1150ES will do just fine. It has two significant flaws, but both should be easily solved. Beyond that it is an extremely fast, comfortable, exciting sport bike with precise, steady handling. It may not carry quite as many new pieces as some of its approaching competitors, but it offers a thoroughly proven engine design with many parts already stocked by dealers. Furthermore, it's here and the price is right. For someone in the market for a superbike, that can make the difference between three months of adrenaline rushes and taking up knitting.

Source MOTORCYCLIST  1984

 

1985 Suzuki GS1150E, year code: F

 


Suzuki GS1150E

'85 GS-11150 E GS 1150 E

 

Seen on mcreports.com:
GS1150E 1984-1986
”Suzuki only had 8 machines in their 1984 lineup, with only 3 being street bikes. The big news at the press launch was the GS1150E. The enlarged engine (from the GS1100's) was placed in an all new chassis, with square tube steel frame and single shock full floater rear suspension. In 1984 the GS1150ES was the fastest production motorcycle available. The 1150 didn't need any tricks to attain such figures... the power was spread all the way across the range, and was very easy to utilize. New brakes, wheels and tires were also fitted. The GS1150 was a large, long and heavy motorcycle. It's detractors loved the engine, but the weight handicap was hard to overcome, especially as the competition in this class was so steep.
Power in 1984 was 119bhp@8500rpm, with torque of 81ft/lb's@6500rpm. Wet weight was 557lb's.”


 GV1400GD Suzuki Canada

 

1985 Suzuki full line brochure page from Canada. Click to enlarge. The '85 Canadian full line catalogue was scanned and sent to me by ”Geoff VH”. Here's the rest of the catalogue.

 

 

Note: The 16-valve GS1150E was known outside USA/Canada as GSX1100E.
Here's a link to the GSX1100 frameset.

 


 

 



1985 Suzuki GS1150ES, year code: F

 

 

 

 

The 1150 is not your average motor scooter. Back in ’84, Suzuki bored out the GS1100 mill, upped the compression, played with cam timing, and launched the 1150E. Motorcycle magazines of the day promptly ripped off quarter mile times in the 10 second range, and proclaimed it the fastest bike of the year. With nearly 120 hp on tap, the 1150E was stout – to say the least. The ES model added the sport touring fairing, providing the rider with some protection considering the velocities the bike was capable of producing. This gorgeous example of the breed shows less than 4,000 miles on the odometer.

 

 

ENGINE TYPE: Four-stroke, DOHC, 4-cyclinders, 16 valves, Twin Swirl Combustion, Chambers (TSCC).

ENGINE DISPLACEMENT: 1135cc

BORE & STROKE: 74 x 66mm

COMPRESSION RATIO: 9.7:1

CARBURETOR: Four, constant velocity Mikuni BS36SS

LUBRICATION: Wet sump with oil cooler

IGNITION: Transistorized STARTER: Electric

TRANSMISSION: 5-speed

FINAL DRIVE: #630 Chain, O-ring sealed OVER ALL

DIMENSIONS:

LENGTH: 2,240mm(88.2 in.)

WIDTH: 740mm (29.1 in.)

HEIGHT: 1,280mm (50.4 in.)

SEAT HEIGHT: 785mm (30.9 in.)

WHEELBASE: 1,550mm (61.0 in.)

GROUND CLEARANCE: 155mm ( 6.1 in.)

DRY WEIGHT: 237kg (522 lbs.)*California model 238kg (525 lbs.)

SUSPENSION:

FRONT: Air oil damped, 4 load settings, Suzuki "Posi-Damp Forks" (PDF) with anti-dive (4-way adjustment)

REAR: Suzuki "Full Floater", oil damped, 4 damping adjustments, fully adjustable preload with remote hydraulic control, aluminum box-type swingarm

BRAKES:

FRONT: Dual slotted discs

REAR: Slotted Disc

TIRES:

FRONT: 110/90 V 16, tubeless

REAR: 130/90 V 17, tubeless

FUEL TANK CAPACITY: 20 lit. (5.3 gal.)*California model 18 lit. (4.8 gal.)

COLOR: Two tone - White & Red, Two tone - White & Blue

 

 

 

1986 Suzuki year code: G

 


Canada full line catalogue

 

1986 GS1150EF sales brochure from Canada. Click to enlarge. This page from the '86 Canada Suzuki full line catalogue was scanned and sent to me by ”DC”. He scanned the entire catalogue for us to see, you will find it here.


 

Suzuki GS1150EFGGSX 1150 EF 1986
Overall Length: 2 240 mm (88.2 in)
Overall Width: 730 mm (28.7 in)
Overall Height: 1 280 mm (50.4 in)
Seat Height: 785 mm (30.9 in)
Wheelbase: 1 550 mm (61.0 in)
Dry Weight: 238 kg (525 lbs)
Engine type: Air and oil-cooled 1135 cc inline-4, DOHC, 16 valves. 124 hp/ 8.500 rpm, 10,7 kg-m/ 6.500 rpm.


Here's more GSX1100EF info.


 

 

 

 

 

 
 

Suzuki GS1100
 

 

 

Душой и сердцем GS1100 является 16-клапанный, 1075 cc двигатель. Ни один другой двигатель не имеет столько запаса по мощности, как этот. Если какой-то другой производитель захочет устроит гонку гонке лошадиных сил с GS, она должен быть готов к изнурительной гонке за каждый кубический сантиметр, в то время как Suzuki потребуется лишь немного усовершенствовать GS1100, чтобы увеличить мощность.

 


Year

Title

Picture

Description

1979

Suzuki GS1100 E

Suzuki GS1100 E

 Air cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.

1980

Suzuki GS1100

Suzuki GS1100

 

1980

1980 suzuki gs1100 e

suzuki gs1100 e 1980

Consumption average - 41.3 mpg standing ¼ mile - 11.4 sec / 116.8 mph top speed - 136 mph net weight - 256kg

1981

1981 Suzuki GS1100G

1981 Suzuki GS1100G

Shaft-drive.

1981

1981 suzuki gs1100 gl

suzuki gs1100 gl 1981

 

1982

Suzuki GS1100G

Suzuki GS1100G

 

1982

1982 Suzuki GS1100G

1982 Suzuki GS1100G

American import.

1982

1982 suzuki gs1100 ez

suzuki gs1100 ez 1982

 

1982

1982 suzuki gs1100 g

suzuki gs1100 g 1982

 

1982

1982 suzuki gs1100 gk

suzuki gs1100 gk 1982

Like honda's interstates, the gs-1100gk is a factory-built, full-boat tourer. based on the recently introduced 1100cc shaft-drive model, the gk includes a full fairing, saddlebags, and a trunk, all built and fitted in japan. it uses the same frame, eight-valve engine, drive train, and other basic components as the bare 1100g, but has a few pieces all its own, such as a different saddle and air shocks.

1982

1982 suzuki gs1100l

suzuki gs1100l 1982

Us import.

1983

Suzuki GS1100ED

1983 Suzuki GS1100ED

1983 Suzuki GS1100E - Gulf Islands National Seashore in Navarre Beach, near Pensacola, Florida

 

 

Suzuki GSX1100EF история модели 1980—1987

 

 

 

1980 Suzuki year code: T


Suzuki GS1100E magazine advert
Suzuki GS1100E magazine advert
 



1981 Suzuki year code: X

 


Suzuki GS1100E
 



1983 Suzuki year code: D


 
 



 

 

 

The GS1100G traces its roots to the GS1000G and the first generation of Suzuki four-strokes (except for the '54 Colleda COX four-stroke). Although the more powerful 16-valve engine had already been introduced, there was a demand for a touring model powered with the DOHC eight-valve engine. The shaft drive and the less complex engine stands for high reliability and less maintaineance.

The GS1100G shared the specifications with the GS1000G but was equipped color matched front mudguard (colors available: black and blue). 72 x 66 mm bore x stroke, 98 hp.
 

At first I thought that the GS1100G was only available at the North American market. That doesn't seem to be true. They were available in the early 80's in the UK as well. This was told by an owner of a '82 GS1100G, identical to the Blue model seen below.

Starting frame number: GU71A-100001.
 

Suzuki GS1100G GS1100GS 1100 G 1982
Overall Length:
Overall Width:
Overall Height:
Seat Height: 800 mm (31.5 in)
Wheelbase: 1 495 mm (58.9 in)
Weight: 247 kg (543 lbs)
Engine type: Air-cooled 1 074 cc inline-4, DOHC, 8 valves. 98 hp/ 8.700 rpm, 8,69 kg-m/ 6.500 rpm.


Here's even larger image.

 

Suzuki GS1100G GS1100GS 1100 G 1982
Overall Length:
Overall Width:
Overall Height:
Seat Height: 800 mm (31.5 in)
Wheelbase: 1 495 mm (58.9 in)
Dry Weight: 290 kg (639 lbs)
Engine type: Air-cooled 1 074 cc inline-4, DOHC, 8 valves. 98 hp/ 8.700 rpm, 8,69 kg-m/ 6.500 rpm. Shaft drive.

Here's even larger image.

 

Suzuki GS1100G -82Suzuki GS1100G

 

GS1100GK, тяжелый турист, основанный на GS1100GL, был выпущен в 1982 году в основном для американского рынка. Модель была построена для того, чтобы компенсировать пробел в покупке туристичесого мотоцикла для тех, кто хотел, но не мог себе позволить купить туриста типа Honda Gold Wing.

Suzuki к этому времени уже начал разработку своего оф-дорожного короля Suzuki GV1400 Cavalcade, но V-4 двигатель супер тяжелого туриста еще не был готов для рынка. Поэтому, прежде, чем введена была новая модель, Suzuki решила заполнить рыночный пробел мотоциклом GS1100GK.

Малобюджетный турист явбыл одним из основных мотоциклов серии GS1100GL, оснащенных обтекателем, сумками, защитными дугами. Хотя мотоцикл был достаточно надежным в эксплуатации и выполнял все функции туриста, его дизайн не был привлекательным для масс.

Производство GS100GK продолжалось до марта 1984 года, пока он не был заменен на Suzuki GV1400 Cavalcade, которая во многих аспектах превосходила Yamaha Venture и даже в некотором смысле Honda Gold Wing
.

 

Suzuki GS1100G GS1100GK '82GS 1100 GK 1982
Overall Length: 2 490 mm (98.0 in)
Overall Width: 930 mm (36.6 in)
Overall Height: 1 545 mm (60.8 in)
Seat Height: 800 mm (31.5 in)
Wheelbase: 1 495 mm (58.9 in)
Dry Weight: 290 kg (639 lbs)
Engine type: Air-cooled 1 074 cc inline-4, DOHC, 8 valves. 98 hp/ 8.700 rpm, 8,69 kg-m/ 6.500 rpm. Shaft drive.

Here's even larger picture.


 

  

 

 
 

1982—1984 Suzuki GS1100GK Specifications (USA)

Overall length:

2 490 mm (98.0 in)

Overall width:

930 mm (36.6 in)

Overall height:

1 545 mm (60.8 in)

Wheelbase:

1 495 mm (58.9 in)

Ground clearance:

145 mm ( 5.7 in)

Dry mass (weight):

290 kg (639 lbs)

Engine type:

Air-cooled inline-4, DOHC, 8 valves

Bore:

72.0 mm (2.835 in)

Stroke:

66.0 mm (2.598 in)

Piston displacement:

1074 cm3 (65.5 cu. in)

Compression ratio:

8,8 :1

Carburetor:

MIKUNI BS34SS x 4

Air cleaner type:

Polyurethane foam element

Starter system:

Electric

Lubrication system:

Wet sump

Clutch type:

Wet multi-plate

Transmission type:

5-speed constant mesh

Gearshift pattern:

1-down, 4-up

Primary reduction:

1.775 (87/49)

Final reduction:

3.090 (34/11)

Gear ratios:

 

  Low

2.500 (35/14)

  2nd

1.722 (31/18)

  3rd

1.380 (29/21 )

  4th

1.125 (27/24)

  5th

0.961 (25/26)

Final drive:

Shaft drive

Front suspension:

Telescopic, gas/coil spring, oil damped

Rear suspension:

Swinging arm, gas/coil spring, oil damper 4-way adjustable

Steering angle (left to right):

40 degrees

Caster:

61° 95'

Trail:

118 mm (4.65 in)

Turning radius:

2,6 m (8.5 ft)

Front brake:

Twin disc

Rear brake:

Single disc

Front tire size:

110/90-19 62H, tubeless

Rear tire size:

130/90-16 67H, tubeless

Ignition type:

Transistorized

Generator type:

Three-phase A.C. generator

Fuel tank capacity:

22 l (5.8 US gal) incl. reserve

Reserve:

4,2 l (4.4 US qt.)

Engine oil capacity:

3,0 l (3.2 US qt.)

Front fork oil capacity:

363 ml (12.0 US oz)

Secondary bevel gear oil capacity:

340—400 ml (11.5-13.5 US oz)

Final bevel gear oil capacity:

280—330 ml (9.5-11.2 US oz)


 

 

1982—1984 Suzuki GS1100GK service info:

Cylinder head valve lash:

0,03—0,08 mm (0.0012—0.0031in)

Ignition timing:

17° B.T.D.C. below 1 500 r/min and 37° B.T.D.C. above 2 350 r/min

Spark plug type:

NGK B8ES or Nippon Denso W24ES-U

Battery:

YB14L-A2 12V 14 Ah (50.4 kCI/ 10 hours)

Fuses:

10/10/10/10/15 A

Headlight:

12V 60/55W

Tail/Brakelight:

12V B/23W (3132 cp)

Turn signal light:

12V 23W (32 cp)

License plate light:

12V 8W (3 cp)

Speedometer light:

12V 3,4W

Tachometer/Fuel meter light:

12V 3,4W

Neutral indicator light:

12V 3,4W

High beam indicator light:

12V 3,4W

Turn signal indicator light:

12V 3,4W

Oil pressure indicator light:

12V 3,4W

Side stand check light:

12V 3,4W

Gear position indicator light:

12V 1,2W


 

1984 Suzuki year code: E
 

 
GSX1100EFE, a sports tourer version of the GSX1100 with full fairing was introduced in March 1984. It had silver finished box section frame, 16-inch front 18-inch 6-spoke alloy wheels, anti dive front forks, black finished engine and exhausts and stepped dual seat. Colors: Blue/White, Red/White.
 

Suzuki GSX1100EFGSX 1100 EF 1984
Overall Length: 2 240 mm (88.2 in)
Overall Width: 730 mm (28.7 in)
Overall Height: 1 280 mm (50.4 in)
Seat Height: 835 mm (32.9 in)
Wheelbase: 1 550 mm (61.0 in)
Dry Weight: 238 kg (524 lbs)
Engine type: Air/oil-cooled 1135 cc inline-4, DOHC, 16 valves. 114 hp/ 8.700 rpm, 10,0 kg-m/ 6,500 rpm.



1985 Suzuki year code: F
 

 
(MAR 85) GSX1100EFF replaces the GSX1100EFE in March 1985. Colors: Red/Black, Blue/White.
 

GSX1100EFGSX 1100 EF 1985
Overall Length: 2 240 mm (88.2 in)
Overall Width: 730 mm (28.7 in)
Overall Height: 1 280 mm (50.4 in)
Seat Height: 835 mm (32.9 in)
Wheelbase: 1 550 mm (61.0 in)
Dry Weight: 238 kg (524 lbs)
Engine type: Air and oil-cooled 1135 cc inline-4, DOHC, 16 valves. 124 hp/ 8,500 rpm, 10,7 kg-m/ 6,500 rpm.

 


1986 Suzuki year code: G


 

 
GSX1100EFG was introduced in in September 1986 with the same specification as the GSX1100EFF but new additional finish Red/White.
 

GSX1100EFGSX 1100 EF 1986
Overall Length: 2 240 mm (88.2 in)
Overall Width: 730 mm (28.7 in)
Overall Height: 1 280 mm (50.4 in)
Seat Height: 835 mm (32.9 in)
Wheelbase: 1 550 mm (61.0 in)
Dry Weight: 238 kg (524 lbs)
Engine type: Air and oil-cooled 1135 cc inline-4, DOHC, 16 valves. 124 hp/ 8,500 rpm, 10,7 kg-m/ 6,500 rpm.


Suzuki '85 GSX 1100 EF sport tourer

1987 Suzuki year code: H

 

 
The GSX1100EF model was discontinued in February 1987. 
 

GSX1100EFGSX 1100 EF 1987
Overall Length: 2 240 mm (88.2 in)
Overall Width: 730 mm (28.7 in)
Overall Height: 1 280 mm (50.4 in)
Seat Height: 835 mm (32.9 in)
Wheelbase: 1 550 mm (61.0 in)
Dry Weight: 238 kg (524 lbs)
Engine type: Air and oil-cooled 1135 cc inline-4, DOHC, 16 valves. 124 hp/ 8,500 rpm, 10,7 kg-m/ 6,500 rpm.


Here's even larger picture.

 

1993 Suzuki year code: P

 


Allt om MC Sweden 5 1993Allt om MC Sweden 5 1993

 

1993 GS1100GS full dresser road test from Sweden (two pages). Click to enlarge. The Swedish bike magazine Allt om MC tested the brand new GS1100G full dresser kit offered by the Swedish Suzuki importer, KGK Suzuki AB. The bike was modified with a Schurgers 990T touring fairing, Krauser cases and a luggage rack. Even the suspension had been stiffened a bit. The German hard cases were 100% water-proof during the test (riding in heavy rain included) and the Dutch-made fairing was working excellent, apart for some details. It kept the air strems and the rain away from the passangers and the tank bag but the front of the fuel tank and the underside of the rider's arms got wet and dirty. The side stand was not modified for the extra weight and should have been replaced and an overdrive gear was something the test riders wanted. Even some other details needed some adjustment. The bike they tested was the importer's first prototype and KGK Suzuki listened to their wishes before they introduced the final version for the Swedish market. Published in Allt om MC magazine, August 1993.

 
 

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