Latest revision |
Your text |
Line 1: |
Line 1: |
| {{Motorcycle | | {{Infobox Motorcycle |
| |name = Suzuki GSX1100 | | |name = Suzuki GS1100ES |
| |photo =Suzuki-GSX-1100ES-83--1.jpg | | |image = |
| |aka = | | |aka = |
| |manufacturer = Suzuki | | |manufacturer = [[Suzuki]] |
| |parent_company = | | |parent_company = |
| |production = 1983-84 | | |production = 83 |
| |model_year = | | |model_year = |
| |predecessor = | | |predecessor = |
| |successor = | | |successor = |
| |class =Sportbike | | |class = |
| |engine = Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder. | | |engine = 1100cc |
| |bore_stroke = | | |bore_stroke = |
| |compression = 9.5:1 | | |compression = |
| |top_speed = 225 km/h / 140 mph | | |top_speed = |
| |power = | | |power = |
| |torque = | | |torque = |
| |fuel_system =
| | |ignition = |
| |ignition = Battery powered inductive | | |spark_plug = {{sparkplug|D8EA}} '83 |
| |spark_plug = {{sparkplug|NGK D8EA}} '83 | | |battery = {{battery|SYB14L-B2}} '83 |
| |battery = {{battery|YUASA SYB14L-B2}} '83 | | |transmission = |
| |transmission = 5 Speed | | |frame = |
| |frame = | | |suspension = |
| |suspension =Front: 38 mm Air adjustable forks, 4-way preload. <br> | | |brakes = |
| Rear: Dual shocks, adjustable spring preload and rebound damping.
| | |front_tire = {{tire|3.50-19}} '83 |
| |brakes =Front: 2 x 275 mm Discs, 2 [[piston]] [[calipers]] <br>Rear: Single 275mm disc, 1 piston caliper | | |rear_tire = {{tire|4.50-17}} '83 |
| |front_tire = {{tire|3.50 -19}} | | |rake_trail = |
| |rear_tire = {{tire|130/90-17}} | | |wheelbase = |
| |rake_trail = | | |length = |
| |wheelbase = 1510 mm / 59.4 in | | |width = |
| |length = | | |height = |
| |width = | | |seat_height = |
| |height = | | |dry_weight = |
| |seat_height = | | |wet_weight = |
| |dry_weight = | | |fuel_capacity = |
| |wet_weight = 256 kg / 564.3 lbs | | |oil_capacity = |
| |fuel_capacity = 20 Liters / 5.2 US gal / 4.4 Imp gal | | |fuel_consumption = |
| |oil_capacity = | | |turning_radius = |
| |recommended_oil=Suzuki ECSTAR 10w40
| | |related = |
| |fuel_consumption = | | |competition = |
| |turning_radius = | |
| |related = | |
| |competition = [[Kawasaki ZX1100A]]<br />[[Honda CB1100F]]<br />[[Honda VF1100C]]<br />[[Yamaha VMX1200]] | |
| |final_drive={{chain|630}} ‘83<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref>
| |
| }} | | }} |
| The '''Suzuki GS1100ES''' is a [[motorcycle]] produced by [[Suzuki]] in 1983. It could reach a top speed of 225 km/h / 140 mph.
| |
|
| |
|
| ==Engine==
| | The '''Suzuki GS1100ES''' is a [[motorcycle]] produced by [[Suzuki]] in 1983. |
| The engine was a Air cooled cooled Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder.. The engine featured a 9.5:1 [[compression ratio]]. | |
|
| |
|
| ==Chassis==
| |
| It came with a 3.50 -19 front [[tire]] and a 130/90-17 rear tire. Stopping was achieved via 2 x 275 mm Discs, 2 piston calipers in the front and a Single 275mm disc, 1 piston [[caliper]] in the rear. The front suspension was a 38 mm Air adjustable forks, 4-way preload. while the rear was equipped with a Dual shocks, adjustable spring preload and rebound damping.. The GSX1100ES was fitted with a 20 Liters / 5.2 US gal / 4.4 Imp gal fuel tank. The wheelbase was 1510 mm / 59.4 in long.
| |
| ==1983 GS1100ESD==
| |
| <gallery mode='packed-hover'>
| |
| File:1983-suzuki-gs1100es-0.jpg|1983 SUZUKI GS1100ES
| |
| File:1983-suzuki-gs1100es-1.jpg|1983 SUZUKI GS1100ES
| |
| File:1983-suzuki-gs1100es-2.jpg|1983 SUZUKI GS1100ES
| |
| File:1983-suzuki-gs1100es-3.jpg|1983 SUZUKI GS1100ES
| |
| File:1983-suzuki-gs1100es-4.jpg|1983 SUZUKI GS1100ES
| |
| File:1983-suzuki-gs1100es-5.jpg|1983 SUZUKI GS1100ES
| |
| File:1983-Suzuki-GS1100ESD.jpg|left|thumb|1983 Suzuki GS1100ESD
| |
| </gallery>
| |
|
| |
|
| |
| *V.I.N. #: JS1GU73A D 100001
| |
| *ENGINE PREFIX: GS110X-
| |
| *ENGINE TYPE: 1074cc [[Four-stroke]] [[Inline-four]]
| |
| *MODEL CODE: 492
| |
| *COLOR: White & Blue
| |
| * Half fairing
| |
|
| |
| == Overview ==
| |
|
| |
| There have been signs recently that big street bikes have entered the wtm age
| |
| of too much. Too much horsepower and torque for their chassis to handle. Too
| |
| much attention to chopper styling, which gets in the way of function. Too much
| |
| attention to different, futuristic styling, again, looks interfering with
| |
| function.
| |
| We've seen motorcycles with more than enough power to run in the 10-sec.
| |
| drag-strip bracket, except that power and potential is thwarted by wheelies,
| |
| burnouts, lost traction and/or poor weight transfer. The rider is hampered by
| |
| high handlebars/low seats/forward pegs or low handlebars/high seats/rearward
| |
| pegs, all carried to the extreme, to the point of being too much.
| |
| Enter now the Suzuki GS1100ES. No one can mistake it for a cruiser. The
| |
| styling is sporting, influenced by works endurance and F-1 machines, without
| |
| going as far (too far, some would say) as the Katana. The GS1100ES has low
| |
| handlebars, but they're mounted on the upper triple clamp, instead of being
| |
| Katana-style, back-straining clip-ons. And the foot-pegs are normally
| |
| positioned, not radically rear-set like the Katana's pegs.
| |
| The GS1100's half fairing mounts to a tubular framework that bolts to the
| |
| motorcycle frame. There's a short windscreen, sort of a cross between a racing
| |
| bubble and a touring windshield, with a slight flip at the upper edge to direct
| |
| wind upward. The fairing is plastic and has a snap-on lower section on each
| |
| side.
| |
| The front fender, side-panels and tailsection are plastic, too. Like the
| |
| lower fairing sections, the side covers come with cast-in plastic studs, which
| |
| push into rubber grommets on the frame. The seat base is plastic and the seat
| |
| can be removed by opening a lock built into the tailsection, moving two levers,
| |
| one on each side of the seat, and sliding the seat rearward.
| |
| The GS is pearl white with semi-metallic blue panels on the sides of the
| |
| fairing, tank and side covers. The engine is painted black with polished
| |
| highlights, the carburetors are black, and the exhaust system is black chrome.
| |
| The swing arm is polished aluminum and the fork sliders are painted black. The
| |
| cast aluminum wheels are black with pollished highlights.
| |
| What it is, is the quickest, thanks to an unmatched combination of seating position,
| |
| suspension, weight, torque and clutch controllability. While others shoot the
| |
| front wheel skyward or spin the rear tire, the Suzuki rockets forward, the rider
| |
| able to fully use all 108 horsepower. This is the easiest 1100 to ride at the
| |
| dragstrip, as shown by consistently good numbers. We made six passes with the
| |
| GS, all between 11.07 and 10.99 sec. with terminal speeds between 120.64 and
| |
| 120.96 mph. The fourth pass was the quickest, 10.99 at 120.80, the first time a
| |
| standard street motorcycle tested by Cycle World has run in the 10s.
| |
| Compare those numbers to the times and speeds recorded by the Katana (11.05
| |
| sec. at 123.64 mph), the [[Honda CB1100F|CB1100F]] (11.13 at 120.48), the [[Honda VF1100C|V65 Magna]] (11.07 at
| |
| 123.62), the GPz1100 (11.22 at 120.80).
| |
| Some of the GS1100's performance can be explained by weight. The Suzuki
| |
| weighs 552 lb. with half a tank of gas, compared to the Katana's 540 lb., the
| |
| CB1100F's 567 lb., the V65's 579 lb. and the GPz1100's 578 lb. The Katana has
| |
| less weight than the GS1100 but is harder to launch and ride; it also is more
| |
| aerodynamic, which shows up in higher terminal speed even though the 1983 Katana
| |
| and GS1100ES engines are identical. The CB1100F makes the same power as the
| |
| Suzukis but weighs more, resulting in a slower ET and the same terminal as the
| |
| GS1100sxES. The V65 makes more power, but is wheelie-prone and nearly impossible
| |
| to ride down the strip at full throttle in every gear, although brute power
| |
| gives it a high terminal despite terrible aerodynamics. The GPz1100 is heavier
| |
| than the GS1100 and has a narrow powerband and grabby clutch, all three factors
| |
| combining for a slower ET despite a nearly identical terminal speed.
| |
| The biggest source of the Suzuki's superior rideability is the proven 72 x
| |
| 66mm, 1074cc air-cooled, four-valves-per-cylinder, dohc engine, now in its
| |
| fourth year of production. Like its predecessors, the 1983 engine has a cylinder
| |
| head incorporating TSCC (Twin Swirl Combustion Chamber). Each pair of intake and
| |
| exhaust valves is opened by a forked rocker arm, and lash is adjusted by
| |
| conventional screw tappets.
| |
| Valve lift was increased for 1983, and intake valve timing was advanced by
| |
| moving the cam sprocket holes. Along with larger airbox inlets and a less
| |
| restrictive exhaust system, those changes boosted the 1983 engine's output to
| |
| 108 bhp at 9000 rpm, up from the 1982 version's 105 bhp. Other parts were made
| |
| stronger to better handle the engine's power, including forged pistons; a larger
| |
| diameter alternator taper; larger rivets and springs in the forged aluminum
| |
| clutch basket's backing plate; two extra drive (fiber) and one extra driven
| |
| (steel) clutch plates packed into the basket to increase clutch surface area,
| |
| all the plates made thinner (2.8mm to 2.0mm) to make room for the extra plates;
| |
| and welds holding the pressed-together, roller-bearing crankshaft's pins in
| |
| position.
| |
| The rest of the engine specifications are unchanged for 1983, including the
| |
| five-speed transmission and final drive ratios and the transistorized electronic
| |
| ignition. The four 34mm Mikuni CV carburetors do have slightly different jetting
| |
| to work with the intake and exhaust system changes, however.
| |
| It all adds up to street performance that one rider described with the words,
| |
| contemptuous ease.
| |
| This is an engine that responds instantly, rocketing the motorcycle forward
| |
| anytime the twist grip is opened, without any sense of strain or work, pulling
| |
| strongly from 4000 rpm and leaving stoplights quickly at anything above 1500
| |
| rpm. Frantic isn't in the GS1100's vocabulary. The GS1100's low-and-mid-range
| |
| acceleration isn't as violent as that produced by the V-Four Honda V65, but then
| |
| the GS doesn't have the V65's acceleration-limiting chassis quirks, either. Turn
| |
| on the gas at 4000 rpm and traffic disappears, effortlessly.
| |
| The engine is smoothest just below 4000 rpm, a tad above 60 mph in terms of
| |
| road speed, but even at its worst the vibration produced by the GS is less than
| |
| that of a GPz1100 or any of the rigidly-mounted V-Twins.
| |
| Like anything created by humans, the GS isn't perfect. Too much throttle
| |
| below 2000 rpm produces a hint of detonation even on the best available pump
| |
| gasoline. And the carburetion, while better than it was a few years ago, retains
| |
| just a hint of off-idle leanness and low-rpm, low-road-speed surge in tight
| |
| traffic.
| |
| The Kayaba forks have 37mm stanchion tubes and several adjustments, including
| |
| three positions of spring preload, four positions of rebound damping and the
| |
| usual linked air pressure fittings. The forks feature Suzuki's brake-activated
| |
| anti-dive, in which brake line pressure closes a spring-loaded plunger valve,
| |
| which in turn re-routes fork oil through smaller compression damping orifices to
| |
| reduce dive under braking.
| |
| That's in theory. In practice, the anti-dive system does little more than
| |
| subtract from the feel and progressiveness of the front brakes and makes
| |
| bleeding the front brake system more difficult.
| |
| We tried disconnecting the anti-dive on a staffer's personal GS1100 and found
| |
| that brake feel and control were improved, with no increase in fork dive.
| |
| The rear suspension consists of an aluminum swing arm on needle roller
| |
| bearings and two Kayaba shocks with adjustable preload and rebound damping. The
| |
| shocks, like the forks, are unchanged from 1982, and the same staffer-owned
| |
| GS1100 put in 10 hours of hard racing before needing new shocks due to fluid
| |
| deterioration.
| |
| While the GS1100 is proven track-worthy with the suspension dialed up (front,
| |
| #2 preload, #4 rebound, 16 psi; rear #4 rebound, #2 preload) for a 145-lb.
| |
| pilot, the suspension remains taut, even at minimum settings, for touring use.
| |
| Three years ago we would have described the GS1100's suspension as plush for
| |
| highway use. But this is 1983, and state-of-the-art has changed with the
| |
| competition. The GS doesn't have the available-at-the-turn-of-a-dial cushy ride
| |
| of the latest GS750 or the V65, but then again, the stock GS1100's suspension
| |
| stands up better to mile-after-mile of hard charging on twisty pavement.
| |
| The GS has the same brakes it started with in 1980. The brakes work, the GS
| |
| stops, taking 32 ft. from 30 mph and 118 ft. from 60 mph. But the brakes feel
| |
| mushy at the lever and don't give the rider much feedback. The calipers have
| |
| single pistons and carry pads with moderate sintered metal content. The 10.8-in.
| |
| stainless steel discs are not compatible with all aftermarket brake pads, as we
| |
| found out when a staffer tried high-metal-content aftermarket pads in his
| |
| GS1100the discs were badly scored and blued in less than 25 mi. of hard riding.
| |
| The bike didn't stop as well as it did with stock pads, either.
| |
| The Suzuki is stable when run hard, as on the racetrack, and can win box
| |
| stock and modified stock club races as delivered off the showroom floor. But
| |
| once again the GS design's age shows in the face of rapidly advancing
| |
| competitive technology. The GS trades agility for its stability at speed, and,
| |
| ridden after jumping off a CB1100F, seems to have heavy steering. Its cornering
| |
| clearance hasn't kept pace with the latest GPz1100 and the CB1100F, either,
| |
| dragging the footpegs and stands, then the sidestand bracket and exhaust heat
| |
| shields and alternator cover when the others are just skimming the pegs. The
| |
| Suzuki was first with the 17-in. rear wheel now seen on the other 1100s, and
| |
| that size tire has been the object of serious development work by aftermarket
| |
| high-performance tire companies. Which is good, because the Bridgestone L303 and
| |
| G506 tires, introduced with the GS1100 in 1980, are out-of-date.
| |
| The Suzuki has a new instrument cluster this year, one that's more compact
| |
| than the 1982 GS cluster, but not as compact as the unusual Katana instruments.
| |
| There's a 140-mph speedometer that was dead accurate in our testing, and the GS
| |
| happily spins the needle right up to the edge of the dial. The tach reads to
| |
| 12,000 rpm and has a red zone beginning at 9000 rpm, a number the GS, unlike
| |
| most street bikes, will pull in fifth gear, given enough room and a sharp state
| |
| of tune.
| |
| There's an almost-accurate fuel gauge, which doesn't, happily, supersede a
| |
| reserve setting on the petcock, and an oil temperature gauge. An LCD readout
| |
| shows which gear is selected and a row of lights indicate turn signal use,
| |
| neutral selection, side stand deployment, high-beam use and any failure of oil
| |
| pressure, tail or stoplights, or low battery fluid. The ignition switch is on
| |
| the upper triple clamp, just below the instruments, and incorporates the fork
| |
| lock.
| |
| The handlebars are conventional, replaceable tubular steel, with a new,
| |
| all-aluminum master cylinder, dogleg control levers, compact plastic control
| |
| pods and new, softer grips replacing the blister-raising, ridged grips seen on
| |
| previous GS models. The mirrors are rectangular with black cases, and mount
| |
| rigidly to the bars.
| |
| It's a long reach from the front of the seat to those bars, however, long
| |
| enough to earn complaints from some riders. If the GS came with forged I-beam
| |
| bars, that might be a bigger problem. As it is, a rider needing a shorter reach
| |
| can switch to bars with more pullback.
| |
| The seat could be softer, for long rides, but it's already better than the
| |
| Katana seat.
| |
| It might sound, going over individual items of performance, such as braking,
| |
| cornering clearance, agility, that the GS1100 has been left behind by its
| |
| rivals.
| |
| In specific areas, it has.
| |
| But the really big things, the engine and frame and suspension, are right.
| |
| The motor is brilliant, making tons of power at every engine speed without ever
| |
| seeming to work at it. The GS accelerates hard without strain, and doesn't
| |
| overpower its chassis. The suspension adjustments are effective, and while taut
| |
| on repetitive highway bumps, the suspension is excellent under most conditions,
| |
| in the city, up the canyons, around a racetrack.
| |
| Taken as a whole, as a complete motorcycle, the GS works, and works well.
| |
|
| |
| Source Cycle World 1983
| |
|
| |
| ==Specifications==
| |
| {| class="wikitable"
| |
| |-
| |
| !Make Model
| |
| |Suzuki GSX 1100ES
| |
| |-
| |
| !Year
| |
| |1983-84
| |
| |-
| |
| !Engine Type
| |
| |Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder.
| |
| |-
| |
| !Displacement
| |
| |1075 cc / 65.6 cu-in
| |
| |-
| |
| !Bore X Stroke
| |
| |72 x 66 mm
| |
| |-
| |
| !Cooling System
| |
| |Air cooled
| |
| |-
| |
| !Compression
| |
| |9.5:1
| |
| |-
| |
| !Induction
| |
| |4 x 34mm Mikuni carburetors
| |
| |-
| |
| !Ignition
| |
| |Battery powered inductive
| |
| |-
| |
| !Starting
| |
| |Electric
| |
| |-
| |
| !Max Power
| |
| |82 7 kW / 111 hp @ 8500 rpm
| |
| |-
| |
| !Max Torque
| |
| |96Nm / 9.8 kgf-m / 70.9 lb-ft @ 6500 rpm
| |
| |-
| |
| !Transmission
| |
| |5 Speed
| |
| |-
| |
| !Final Drive
| |
| |Chain
| |
| |-
| |
| !Front Suspension
| |
| |38 mm Air adjustable forks, 4-way preload.
| |
| |-
| |
| !Front Wheel Travel
| |
| |160 mm / 6.2 in
| |
| |-
| |
| !Rear Suspension
| |
| |Dual shocks, adjustable spring preload and rebound damping.
| |
| |-
| |
| !Rear Wheel Travel
| |
| |109 mm / 4.2 in
| |
| |-
| |
| !Front Brakes
| |
| |2 x 275 mm Discs, 2 piston calipers
| |
| |-
| |
| !Rear Brakes
| |
| |Single 275mm disc, 1 piston caliper
| |
| |-
| |
| !Front Tire
| |
| |3.50 -19
| |
| |-
| |
| !Rear Tire
| |
| |130/90-17
| |
| |-
| |
| !Dimensions
| |
| |Length 2215 mm / 87.2 in Width 870 mm / 34.3 in Height 1119 mm / 44.1 in
| |
| |-
| |
| !Wheelbase
| |
| |1510 mm / 59.4 in
| |
| |-
| |
| !Dry Weightt
| |
| |237 kg / 522.4 lbs
| |
| |-
| |
| !Wet Weight
| |
| |256 kg / 564.3 lbs
| |
| |-
| |
| !Fuel Capacity
| |
| |20 Liters / 5.2 US gal / 4.4 Imp gal
| |
| |-
| |
| !Consumption Average
| |
| |6.4 L/100 km / 15.7 km/l / 37 US mpg / 44.4 Imp mpg
| |
| |-
| |
| !Standing ¼ Mile
| |
| |11.9 sec
| |
| |-
| |
| !Top Speed
| |
| |225 km/h / 140 mph
| |
|
| |
| |}
| |
|
| |
|
| |
|
| |
|
| |
| ==References==
| |
| {{reflist}}
| |
|
| |
|
| {{Suzuki}} | | {{Suzuki}} |
| [[Category:Suzuki motorcycles]] | | [[Category:Suzuki motorcycles]] |