Editing Suzuki GSX-R 1100K

{{Infobox Motorcycle
|name             = [[Suzuki]] GSX-R 1100K
|image            = [[File:suzuki-gsxr-1100-1989-02.jpg|frameless|Suzuki GSX-R 1100K]]
|aka              = 
|manufacturer     = Suzuki
|parent_company   =
|production       = 1989
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder,
|bore_stroke      =
|compression      = 10.0:1
|top_speed        = 269 km/h / 167 mph
|power            =
|torque           =
|fuel_system      =
|ignition         = Digital
|spark_plug       = NGK, JR9B
|battery          =
|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: Kayaba fork, cartridge design that keeps the air and oil separated. 43mm tubes, 8 way adjustable rebound damping, 10-way adjustable [[compression damping]] and fully adjustable preload. <br>
Rear: Full floater 7-way adjustable preload, 19-way damping and compression
|brakes           =Front: 2 x 310 mm Discs, four-piston [[caliper]] <br>Rear: Single 240 mm disc, 2 [[piston]] caliper
|front_tire       = {{tire|110/80 ZR18}} 
|rear_tire   	  = {{tire|160/60 ZR18}} 
|rake_trail       =
|wheelbase        = 1465 mm / 57.7 in.
|length           =
|width            =
|height           =
|seat_height      = 810 mm / 31.9 in.
|dry_weight       = 210 kg / 463 lbs
|wet_weight       = 240 kg / 529 lbs
|fuel_capacity    = 21 Litres / 5.5 US gal / 4.6 Imp gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 269 km/h / 167 mph.  

==Engine==
The engine was a Air/Oil cooled with two separate oil pumps cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder,. The engine featured a 10.0:1 [[compression ratio]].  

==Drive==
Power was moderated via the Hydraulically operated, diaphragm-spring clutch.  

==Chassis==
It came with a 110/80 ZR18 front [[tire]] and a 160/60 ZR18 rear tire. Stopping was achieved via 2 x 310 mm Discs, four-piston caliper in the front and a Single 240 mm disc, 2 piston caliper in the rear. The front suspension was a  Kayaba fork, cartridge design that keeps the air and oil separated. 43mm tubes, 8 way adjustable rebound damping, 10-way adjustable compression damping and fully adjustable preload. while the rear was equipped with a Full floater 7-way adjustable preload, 19-way damping and compression. The GSX-R 1100K was fitted with a 21 Litres / 5.5 US gal / 4.6 Imp gal fuel tank. The bike weighed just 210 kg / 463 lbs. The wheelbase was 1465 mm / 57.7 in. long.  
== Photos ==
[[File:suzuki-gsxr-1100-1989-02.jpg|600px|Suzuki GSX-R 1100K]]
[[File:Suzuki-GSXR1100-89--3.jpg|600px|Suzuki GSX-R 1100K]]
[[File:suzuki-gsxr-1100-1989-01.jpg|600px|Suzuki GSX-R 1100K]]
[[File:Suzuki-GSXR1100-89--5.jpg|600px|Suzuki GSX-R 1100K]]
[[File:Suzuki-GSXR1100-89--4.jpg|600px|Suzuki GSX-R 1100K]]
[[File:Suzuki-GSXR1100-89.jpg|600px|Suzuki GSX-R 1100K]]
[[File:Suzuki-GSXR1100-89--2.jpg|600px|Suzuki GSX-R 1100K]]

== Overview ==

Suzuki GSX-R 1100K







































The K version was completely redesigned with a lower and heavier
chassis, similar to the 1988 Slingshot 750. A bigger engine with
a capacity of 1127cc from 78.0 x 59.0mm dimensions used larger
36mm Mikuni carbs. Power was up to 138hp - so too was weight by
11kg to 210kg. Wheels were reduced in diameter to the (now)
common 17". Clip-on handlebars were now mounted above the top
triple clampRoad Test
Suzuki reloads its big gun
You  did not have to be a genius  to see it coming. In fact, give a
clear-thinking monkey enough clues, and he could have figured out what Suzuki
was going to do in 1989. Clue number one: The GSX-R I 100, generally regarded as
one of the world's ultimate performance motorcycles, was looking a little dated,
especially in the chassis department. That's a bad way for one of the world's
ultimate performance motorcycles to look. Clue number two: The GSX-R750 got a
brand-new, more-rigid frame in 1988. "Ah," says the monkey, "I'll bet that the
GSX-R 1 100 gets a frame similar to the 750's in 1989."
So it has for 1989, Suzuki built the bike that everyone knew it was going to
build. And what a bike it is. Light, powerful, and almost sinful in purpose.
The new GSX-R isn't a race-only bike, but it's close. That's part of the
GSX-R manifesto: to design racebikes, and then adapt them to the street, rather
than vice versa, as the case often used to be. Like our project bike, the new
GSX-R uses an 1 100 motor and a frame that is similar, although not exactly
like, the 750's. The big reason for the frame swap was strength. Two years ago,
when Yoshimura built Suzuki Superbikes for national-caliber racing, the company
would start with two GSX-R frames and weld them together to double the
strength. That's how important chassis rigidity is in the world of
high-performance motorcycles. The new 1 100 frame is heavier than the old one,
but stronger and better looking.
Suzuki also blended in a little bit of the Katana 1 100 motor. The goal here
was very simple: more horsepower. And the methods used are extremely
conventional. The first change is right out of chapter one in the engine tuner's
notebook. More displacement equals more power, so like the Katana, the new
GSX-R's air/oil-cooled motor has a larger bore and a longer stroke than last
year's, now displacing 1127cc. The engine also received larger carbs than either
the Katana or last year's GSX-R that's right out of chapter two.


And the motorcycle does have some power. So what else do you think is going
to happen when you perform some basic, foolproof engine modifications on what
already is one of the fastest motorcycles on earth? The GSX-R is faster and more
powerful than ever. Because of the larger carbs and hotter valve timing, the
GSX-R probably doesn't pull from as low as the Katana. But that's okay; the
Katana doubles as a tree-stump puller. It's sufficient to say that the GSX-R has
lots of low-end power. It just has lots more
top-end power. After 7500 rpm, the Suzuki gets real entertaining. The machine
revs up to the 11,300-rpm red-line so quickly the tach needle just about gets
twisted off. You're peaked in no time at all, and then it's time to either shift
or shut off, depending on your frame of mind. And even though it sounds like a
contradiction, all the time that this is happening, the engine is smooth and
predictable, not violent. The GSX-R invites you to go fast. Some other
bikes with this kind of horsepower dare you to go fast.
Suzuki has done an admirable job of keeping the vibration under control on
the GSX-R, too. If you have the presence of mind to notice such things while
you're accelerating at two or three G's, you'll realize that the machine
is actually rather smooth. Each handlebar is rubber-mounted and has a
vibration-damping weight outside the grip. The Suzuki buzzes the most at low rpm
and on trailing throttle, but otherwise is relatively comfortable.
Of course, calling the GSX-R, or for that matter, any
street racer of its ilk. Comfortable is stretching the point a bit. The Suzuki,
one rider said, is comfortable for what it is. And what it is is a
street-legal roadracer. That means it's comfortable if you're going very, very
fast for a very, very long time. Amend that; it's more comfortable than other
bikes would be if you're going very, very fast for a very. very long time. When
you're riding that aggressively, the high footpegs are a saving grace, rather
than a hindrance, because they keep your feet tucked up out of harm's way. The
low handlebars keep you out of the windblast. And the fairing on the Suzuki is
actually rather generous by sportbike standards. The handlebars are also a touch
higher and closer to the rider than they are on the GSX-R 750 or the Yamaha
FZR1000. So while the GSX-R is one of the world's least comfortable bikes for
casual riding around town and such, it's one of the world's most
comfortable bikes when the speeds get high.


Likewise, the nature of the machine's handling favors fast, aggressive
riding. Approach the GSX-R with racer mentality and it's an extraordinarily
good-handling motorcycle. Approach it tentatively, try to go
half-fast on it, and the bike seems twitchy and unforgiving.
There are reasons for this. For example, the front tire, a radial Michelin,
has a kind of V-shaped profile. This means the footprint is very narrow when the
bike is upright, and wide when the machine is leaned. So the more the Suzuki is
leaned over, the more stable it feels. Both the front and rear Michelins, by the
way, carry a 168-mph "Z" rating, a higher standard than the old 130-mph
V-rating.
Another factor that contributes to the the-faster-you-go, the-better-it-feels
nature of the GSX-R is the rather stiff suspension. This year the Suzuki gets an
all-new Kayaba fork that features adjustable everything-in-sight. It has a
cartridge design that keeps the air and oil separated. 43mm tubes, eight-way
adjustable rebound damping. 10-way adjustable compression damping and fully
adjustable preload. That means you can wander around in all those combinations
looking for nirvana until you're old and gray. The stock settings work for very
aggressive riding. We ran the preload in the middle of its range, and both
compression and rebound on their lightest positions, and never had bottoming or
fork-dive problems.
In the rear, the Kayaba suspension seemed more adaptable than the fork. It
worked well for beating up and down twisty roads, and it was compliant for
in-town riding, as well. There's still no doubt that this is a sportbike, but it
works elsewhere.
One thing that's rather unsportbike-like about the Suzuki is the fact that
you can actually see through the rear-view mirrors. There's only a little
shoulder and a whole bunch of road showing when you look back. It might not
sound like much, but that small bit of help relieves about half the stress of
riding in dense traffic. Another detail that riders tend to like is the
stainless-steel muffler. Against a back-drop of endless flat-black exhaust
systems, the Suzuki's shiny, slightly off-color pipes really stand out.


On the negative side of the coin, there's the new hydraulically operated,
diaphragm-spring clutch that Suzuki is rather proud of this year. Not one rider
liked its feel. The diaphragm springs make the clutch pull difficult initially,
then easier as the lever nears the grip. This makes it very hard to engage the
clutch gently and smoothly.
Enough nits and picks. Overall, the GSX-R came out a well-liked sportbike.
And the better the rider, the more the bike was liked. The obvious question,
though, is whether or not the Suzuki is well-liked enough to be considered the
best big sportbike, especially in light of Yamaha's newly revamped FZR1000,
which we previewed last month. The only answer to that is we don't know. We
haven't yet ridden a full-production U.S. version of the Yamaha. Nobody has.
But there's no question that the all-time heavyweight sport crown will fall
to one of these two machines. Nothing else offers such an uncompromised idea of
what sportbiking should be. Nothing else takes such a hardline approach to being
the quickest, the fastest and the best handling. Nothing else even comes close.
In its present form, the Suzuki GSX-R 1100 is a truly awesome motorcycle we
discovered as much when we built one last year.
Now everyone else can find out, too.
Source Cycle World 1989







{|  class="wikitable"
|- 
!Make Model
|Suzuki GSX-R 1100
|- 
!Year
|1989
|- 
!Engine Type
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder,
|- 
!Displacement
|1127 cc / 68.8 cub. in.
|- 
!Bore X Stroke
|78 x 59 mm
|- 
!Compression
|10.0:1
|- 
!Cooling System
|Air/Oil cooled with two separate oil pumps
|- 
!Engine Oil
|10W/40
|- 
!Exhaust System
|Stainless steel, 4-into-2-into-1-into-2
|- 
!Lubrication
|Wet sump
|- 
!Induction
|4 x 36 mm Mikuni Flatslide CV carburetors
|- 
!Ignition
|Digital
|- 
!Spark Plug
|NGK, JR9B
|- 
!Starting
|Electric
|- 
!Max Power
|105 kW / 143 hp @ 9500 rpm
|- 
!Max Power Rear Wheel
|96 kW / 130 hp @ 9600 rpm
|- 
!Max Torque
|117 Nm / 11.9 kgf-m / 86 ft-lb @ 8000 rpm
|- 
!Clutch
|Hydraulically operated, diaphragm-spring clutch
|- 
!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
|Kayaba fork, cartridge design that keeps the air and oil separated. 43mm tubes, 8 way adjustable rebound damping, 10-way adjustable compression damping and fully adjustable preload.
|- 
!Rear Suspension
|Full floater 7-way adjustable preload, 19-way damping and compression
|- 
!Front Brakes
|2 x 310 mm Discs, four-piston caliper
|- 
!Rear Brakes
|Single 240 mm disc, 2 piston caliper
|- 
!Wheels
|Alloy aluminum, 3 spoke Enkei rims
|- 
!Front Tire
|110/80 ZR18
|- 
!Rear Tire
|160/60 ZR18
|- 
!Rake
|24.5°
|- 
!Trail
|99 mm / 3.9 in.
|- 
!Dimensions
|Length 2090 mm / 82.3 in. Width 754 mm / 29.7 in. Height 1235 mm / 48.6 in.
|- 
!Wheelbase
|1465 mm / 57.7 in.
|- 
!Seat Height
|810 mm / 31.9 in.
|- 
!Dry Weight
|210 kg / 463 lbs
|- 
!Wet Weight
|240 kg / 529 lbs
|- 
!Fuel Capacity
|21 Litres / 5.5 US gal / 4.6 Imp gal
|- 
!Average Consumption
|6.5 L/100 km / 15.3 km/l / 36 US mpg / 43 Imp mpg
|- 
!Braking 60 Km/h / 37 Mph - 0
|13.3 m / 43.6 ft.
|- 
!Braking 100 Km/h / 62 Mph - 0
|35 m / 114.8 ft.
|- 
!Standing ¼ Mile
|10.2 sec / 215 km/h / 133.6 mph
|- 
!Top Speed
|269 km/h / 167 mph
|- 
!Colours
|Blue/White, Black

|}

[[Category:Suzuki motorcycles]]