Suzuki GSX-R 1100H
It could reach a top speed of 249 km/h / 155 mph.
Suzuki GSX-R 1100H | |
Manufacturer | |
---|---|
Production | 1987 |
Class | Sportbike |
Engine | Four stroke, four cylinder, DOHC, 4 valves per cylinder, horizontal in-line |
Compression ratio | 10.0:1 |
Top Speed | 249 km/h / 155 mph |
Ignition | Digital |
Spark Plug | NGK, JR9B |
Transmission | 5 Speed |
Frame | Ultra-lightweight frame built entirely of aluminum alloy castings: a collection of rectangular-section extrusions in a twin-downtube arrangement |
Suspension | Front: 41mm Telescopic fork, 4-way preload and 3-way anti-dive adjustable Rear: Full-floater monoshock, 4-way rebound damping adjustable |
Brakes | Front: 2 x 310 mm Discs, four-piston calipers Rear: 220 mm Disc |
Front Tire | 110/80-18 |
Rear Tire | 150/70-18 |
Wheelbase | 1460 mm / 57.5 in. |
Seat Height | 795 mm / 31.3 in. |
Weight | 197 kg / 434 lbs (dry), 204 kg / 450 lbs (wet) |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 19 Liters / 5.0 US gal / 4.2 Imp gal |
Manuals | Service Manual |
EngineEdit
The engine was a Air/Oil cooled with 2 separate oil pumps cooled Four stroke, four cylinder, DOHC, 4 valves per cylinder, horizontal in-line. The engine featured a 10.0:1 compression ratio.
DriveEdit
Power was moderated via the Wet, multiple discs, cable operated.
ChassisEdit
It came with a 110/80-18 front tire and a 150/70-18 rear tire. Stopping was achieved via 2 x 310 mm Discs, four-piston calipers in the front and a 220 mm Disc in the rear. The front suspension was a 41mm Telescopic fork, 4-way preload and 3-way anti-dive adjustable while the rear was equipped with a Full-floater monoshock, 4-way rebound damping adjustable. The GSX-R 1100H was fitted with a 19 Liters / 5.0 US gal / 4.2 Imp gal fuel tank. The bike weighed just 197 kg / 434 lbs. The wheelbase was 1460 mm / 57.5 in. long.
PhotosEdit
OverviewEdit
Suzuki GSX-R 1100H
GPZ 1100RX vs GSX-R 1100 vs FJ1200THE LE MANS CIRCUIT in February is a strange and eerie place - it's
two months before the 24-hour race takes place. The contrast between packed
grandstands and the roar of over 50 bikes hour after hour in April, and now with
just half a dozen people clustered around three bikes is extreme. But these
three bikes are the fastest, meanest production bikes in the world and the
Bugatti circuit waits in the cold winter sunshine.
A chance to test the Kawasaki GPZ1000RX, Suzuki GSX-R1100 and the Yamaha FJ1200 back to back had to be grabbed with both hands. So we brought them from
around the world and then across Europe to Le Mans and its environs to see how
they perform on and off the track.
These bikes are at the peak of the motorcycle's development. But more than
that, they represent a culmination of the last two years' progress. In 1984
and'85 there were no dead ends; the turbo had been laid to rest and rigid and
light
chassis appeared. Engine and frame developments gave us bikes like the GPZ900R
in '84 and the GSX-R750 in '85. Now we've got the GPZ1000RX, GSX-R1100 and the
FJ1200 - all big brothers of stars from earlier seasons.
The GPZ is a brand new machine. It's an amalgam of Kawasaki's from '84 and
'85. The engine is based on the popular 900R, the chassis is based on the
GPZ600R. The bike seems sturdier than its antecedents, though its engine sits
higher than before. The centre of gravity is therefore higher than before even
if the total weight is about the same. The steering is quick due to the 16-inch
wheels front and rear, but given enough road the GPZ's aerodynamics begin to
work and it's surprisingly stable at speed.
The GSX-R1100 has the looks of its smaller brother; indeed the construction
is so similar that it's quite possible that the engineers ran the old program
through the computer and multiplied it by 1.4666 recurring, the factor needed to get
1100 out of 750. In fact that's not wide of the mark as both the GSX-R750 and
1100 were mapped out on Hamamatsu's drawing boards at the same time. The 1100's
made full use of that extra development time. The result is impressive. A 125hp,
oil-cooled engine sits in a chassis that's lighter than the competition's 750s.
We expected a race winning ride from the machine but were surprised when we also
found good road manners in the package.
Set out with pen and paper the FJ1200's bare specification doesn't impress.
The engine is the old 1100 bored out with a few detail changes to the
transmission and a lighter, stainless steel exhaust system. To cope with the
demand of the long-distance rider, two screens of different heights are
delivered with the bike, and there's also an electric fuel tap mounted in the
fairing, plus a clock. Although the base lines are sporting the FJ scores by
being so uncomplicated and relaxing to ride.
At a standstill the Kawasaki feels unwieldy because of its rather high centre
of gravity. But once it's on the move the 59.25in wheelbase, a rake angle
of 28° and a trail of 108mm make a rather compact and sweet handling package.
The engine can feel as raw as the 900R, although the suspension is more
compliant, the fairing screen is lower and the riding position more crouched.
The aerodynamics are better too; the wider fairing protects the rider more
completely and we also noted the highest top speed on the Kawasaki - 158.95mph.
High praise, but the Suzuki was even more enjoyable on the long and winding
road as its chassis is even better. The riding position is more relaxed than on
its smaller brother, the GSX-R750. The wheelbase is short, 57.48in, the rake
somewhat steep at 26.5° and the trail on the long side at 117mm, but the
18-inchers front and rear don't give the pilot an impression of quick, nervous
steering. Just easy to control and enjoyable. An hydraulic steering damper
mounted across the front of the headstock controls any tendency for the front
wheel to wander at high speed, a problem on early GSX-R750s in certain
conditions. 'Easy. You just go into a bend, anyway you want', was a typical
reaction among our test riders when questioned about the GSX's high speed
cornering.
The engine, of course, feels stronger all the way through the revs compared
to the 750. If you want to pop a wheelie in the first two gears you just have to
crack open the throttle. Low rotating mass at the crank gives good response on
the throttle but also nervous behaviour at tickover. Unscheduled stops at
traffic lights should be expected.
The Suzuki doesn't feel as stable as the Kawasaki at higher speeds and its
top speed is also lower. The rider has to tuck his arms and legs right in to
keep the bike steady; it is not instability per se but a racy
nervousness.
The FJ1200 stands out from the other two. At lower speeds it handles really
easily, in spite of its weight, due to the low centre of gravity and high, wide
'bars. The engine and tank sit low down which is great for slower corners but a
limiting factor when it comes to ground clearance. The chassis measurements are
very close to those for the GPZ1000 - 58.66in wheelbase, 27.5° rake and 112mm
trail. The Kawasaki's better handling in curves comes from its better weight distribution. At higher speeds the front wheel
of the Yamaha tends to plough itself through the bends. At 'normal' speeds -
whatever that is - this tendency is barely noticeable.
The engine is very torquey so you tend to stay in top gear most of the time.
There is always power on hand, although compared to the FJ1100 the engine runs a
bit rougher and also vibrates more, but this isn't a serious drawback. The
brutal power can cause wheel spin but it is always easy to control. The Yamaha
is more of a normal motorcycle and the rider sits more upright with the high
bars and low foot pegs. The fairing, however, is not 100 per cent ideal for
touring, but more of that later. The chassis is sturdy and stable all the way to
the bike's top speed.
Computer-controlled testing equipment was used during testing and as a
warming-up exercise we chose to start with the braking test. Several test runs
were made and any fading was unmercifully noted. Measurements were taken from
62mph to standstill, without reaction time included. The four-piston calipers of
the Suzuki and the one-sided calipers of the Kawasaki were easy to control.
Subjective reaction from the rider reported that the Kawasaki was the most
controllable as the machine performed very well during the whole manoeuvre. The
Suzuki tends to stand on its nose due to its low weight. And it was of course
the weight that decided the final results.
The GSX-R1100 stopped a yard before the Kawasaki: 34 yards compared to the
Kawa's 35. The Yamaha stopped after 37 yards, also a good result.
Fuel consumption figures revealed the Suzuki as the most frugal with an
average of 36.4mpg, the Kawasaki was second with 35.5mpg, and the Yamaha was
thirstiest with 33.8mpg.
Average fuel consumption puts the Suzuki at the top of the list although a
high speed test run revealed the Kawasaki to be the least thirsty one when it
was going really fast. This emphasises the excellent aerodynamic qualities of
the Kawasaki which allows the engine to run effortlessly at speeds where it competitors are a bit stressed.
With these figures we have calculated a theoretical range for all three
machines. The Yamaha, with its large tank can go for 177miles; the Kawasaki is
more economical, but the smaller tank limits the rider to 162 miles; the Suzuki
is the best, but also has the smallest tank - 3.95 gallons - so the range is
only 144 miles.
The next tests we ran were for top speed and acceleration. With its lighter weight and greater horsepower the
Suzuki walked away with the standing quarter-mile award. An impressive 10.71
seconds was the best result from several runs. The rider was a hefty 14 stone,
so a lighter rider trying on a warmer day should do something like 10.5. The
Yamaha's low-down grunt produced a time of 11.2, and the Kawasaki managed an
11.3.
For motorcycles intended to be ridden in every day traffic, perhaps several
hundred miles per day, overtaking capacity is important. At maximum acceleration
from 43mph to 80mph - a typical demand when overtaking a lorry, two Metros and a caravan - the Suzuki
wins again with 2.97 seconds, the Yamaha second with 3.45 and the Kawasaki last
with 3.47 seconds.
For the same acceleration, but in top gear only, the Suzuki still wins with
6.37 seconds, followed by the Yamaha at 6.81 and trailing far behind was the
Kawasaki with 8.57 seconds.
Le Mans' closed Bugatti circuit was not much good for deciding top speeds for
these three. So it was out onto the Autoroute. The lady in the ticket
booth looked surprised the first five times, but cheered us on every time after that when the machines left with the
computerised test wheel attached.
After a mile there was a very slight left before the next straight, and even
that is noticeable at speeds over 150mph! Our first reading for the Suzuki gave
us a very good 156.65 mph. But the Kawasaki is still the winner. The Suzuki
rider can just stay with the Kawa, but if he loses a few yards he's hopelessly
lost.
The GPZ1000RX pulled 158.95 mph flat out, with its speedo reading an
optimistic 168mph. At this point the Yamaha is far behind, doing a mere
148.38mph. The Yamaha's speedo shows the most error as it indicates a full
161mph at a true 148. The Suzuki is the most truthful with an indicated 161mph
at a true 156, which is very good at these speeds as the percentage error tends
to increase the faster you go.
Yes, we definitely crown the Suzuki GSX-R1100 as the winner of the
performance round; it leads in all areas except top speed. When it comes to
second place it is more a question of what the rider wants. The FJ1200 has
stronger acceleration than the Kawasaki but the Kawa has a higher top speed and
better brakes.
But all this performance is useless if the power does not reach ground
properly and cannot be controlled. Another session at the race track again with
endurance racer Vesa Kultalahti riding, put the Suzuki on top. The Kawasaki, of
course, came second and the Yamaha third. The GSX-R1100 has the lowest weight of
the three and this means the chassis is not as stressed as heavier machines in
braking and in the bends. The GSX-R is also better balanced and handles
beautifully in situations where other machines feel clumsy.
Ground clearance is almost unlimited on the Suzuki and inspired riding is
needed to get anything to touch down. The suspension components get high marks
and are perfect, both on and off the track. The electronically controlled
anti-dive is effective and the amount of anti-dive can be chosen by the rider.
The Suzuki has uncompromising racing feel and works best on the track but some
points also make it surprisingly suitable for road work. More about that later.
The Kawasaki is overweight compared to the Suzuki. This is most noticeable on
the track as the tires break away much earlier than on the Suzuki. Quick
steering results in good handling despite its greater weight, and ground
clearance is good thanks to the engine's position in the frame. Suspension is
very capable, though not as compliant as that on the Suzuki. Only when hard
pressed will the pegs deck out. The brakes are sensitive and the AVDS anti-dive
performs well. The Suzuki's better acceleration and better performance in twisty
sections is what makes it the winner.
The Yamaha doesn't even come close in the handling stakes. It's a machine
better suited for high-speed touring. We tried it just the same, and got the
front wheel sliding entering bends and rear wheel sliding coming out. The weight
is its limiting factor, as well as bad ground clearance.
The transmission and chassis once again give Suzuki top honours. The majority
of these machines will be used for high-speed touring, regardless of what the PR
people will have you believe. Few of them will set wheels on a race track. For
that reason we decided to put in a minimum of eight hours in the saddle to see
how they fared under more normal riding conditions - vibrations, cramped riding
positions and small fairings notwithstanding.
Surprisingly, our favourite in the sports department actually turned out to
be alright over longer distances. Its riding position is much better than that
of the GSX-R750. You sit 'in' the machine with the handle bars rather high, and this relaxed position allows the rider to
stay in the saddle for hours on end without too much discomfort. Sitting in the
bike also enables the rider to duck out of the wind behind the fairing.
Vibrations at certain revs were noticeable, but not painful or tiring.
The rider sits more upright on the Kawasaki which means he can't escape from
the wind blast. The engine works almost without vibrations of any kind and the fairing protects the rider well
- up to chest level, anyway.
The Yamaha has the most upright riding position. This should mean that it's
more comfortable than the other two, and this might be true at moderate speeds,
but the large engine produces vibrations at high speeds and the suspension is a
bit rough. Nor does the half fairing give as much protection as the full
fairings of the other two - with the lower screen there is less turbulence, but there is also
less weather protection.
Instruments and controls once again put Suzuki on top as the instruments are
easy to read, even if they do look a bit on the spartan side - function and
looks may not be the same thing. When it comes to instruments, both the Kawasaki
and the Yamaha have more to offer for those who like fancy gizzmos. The Kawasaki
has fuel, temperature and voltage gauges, whereas the Yamaha has fuel gauge, clock and
electric fuel tap controlled from the fairing as extra gimmicks.
At the end of the day the Suzuki GSX-R1100 comes up the winner. It has no
weaknesses, only strong points. It's superb on the track, performance is
staggering and despite its obvious sporting intent it makes a lovely road bike.
In second place came the Kawasaki as it definitely has a handling advantage
over the Yamaha. It can be pressed hard without letting its rider down and at
motorway speeds, the Kawasaki leaves the opposition far behind in its not so
good mirrors.
The FJ1200 is a very good motorcycle but in company such as this it doesn't
stand a chance. It should seek its followers in the touring crowd, but even here
it drops points with vibrations, harsh suspension and a thirsty engine.
Source MOTORCYCLE International 1986
Make Model | Suzuki GSX-R 1100 |
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Year | 1987 |
Engine Type | Four stroke, four cylinder, DOHC, 4 valves per cylinder, horizontal in-line |
Displacement | 1052 cc / 64.2 cub. in. |
Bore X Stroke | 76 x 58 mm |
Compression | 10.0:1 |
Cooling System | Air/Oil cooled with 2 separate oil pumps |
Engine Oil | 10W/40 |
Exhaust System | Steel, 4-into-1 |
Lubrication | Wet sump |
Induction | 4 x 34 mm Mikuni Flatslide CV carburetors |
Ignition | Digital |
Spark Plug | NGK, JR9B |
Starting | Electric |
Max Power | 92 kW / 125 hp @ 9500 rpm |
Max Torque | 103 Nm / 10.5 kgf-m / 76 ft-lb @ 8000 rpm |
Clutch | Wet, multiple discs, cable operated |
Transmission | 5 Speed |
Final Drive | Chain, 114 links |
Gear Ratios | 1st 2.38 / 2nd 1.63 / 3rd 1.25 / 4th 1.05 / 5th 0.91:1 |
Frame | Ultra-lightweight frame built entirely of aluminum alloy castings: a collection of rectangular-section extrusions in a twin-downtube arrangement |
Front Suspension | 41mm Telescopic fork, 4-way preload and 3-way anti-dive adjustable |
Rear Suspension | Full-floater monoshock, 4-way rebound damping adjustable |
Front Brakes | 2 x 310 mm Discs, four-piston calipers |
Rear Brakes | 220 mm Disc |
Wheels | Alloy aluminum, double 3 spoke |
Front Tire | 110/80-18 |
Rear Tire | 150/70-18 |
Rake | 26.5° |
Trail | 117 mm / 4.5 in. |
Dimensions | Length 2115 mm / 83.2 in. Width 720 mm / 28.3 in. Height 1235 mm / 48.6 in. |
Wheelbase | 1460 mm / 57.5 in. |
Seat Height | 795 mm / 31.3 in. |
Dry Weight | 197 kg / 434 lbs |
Wet Weight | 204 kg / 450 lbs |
Fuel Capacity | 19 Liters / 5.0 US gal / 4.2 Imp gal |
Average Consumption | 6.8 L/100 km / 14.8 km/l / 34.8 US mpg / 41.5 Imp mpg |
Braking 100 Km/h / 62 Mph - 0 | 31 m / 102 ft |
Standing ¼ Mile | 10.7 sec / 209.5 km/h / 130.2 mph |
Acceleration 70 - 130 Km/h / 43 - 80 Mph | 2.97 sec. |
Top Speed | 249 km/h / 155 mph |
Colours | Blue/White, Red/White |
Road Test | Motosprint 1987 Group Test Motosprint Group Test |