Suzuki GSX1100EF
It could reach a top speed of 225 km/h / 140 mph.
Suzuki GSX1100 | |
Manufacturer | |
---|---|
Also called | GSX1100L, GSX 1100 L, GSX1100ES, GSX 1100 ES, GSX1100EF (reduced effect), GSX 1100 EF (reduced effect), GSX1100EF, GSX 1100 EF, GSX1100F (reduced effect), GSX 1100 F (reduced effect), GSX1100FR, GSX 1100 FR, GSX1100F, GSX 1100 F, GSX1100G, GSX 1100 G, GSX1100S Katana, GSX 1100 S Katana, GSX 1100 E, GSX 1100, GSX1100E |
Production | 1984 |
Class | Sportbike |
Engine | Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder, |
Compression ratio | 9.7:1 |
Top Speed | 225 km/h / 140 mph |
Ignition | Analogue CDI (Capacitive Discharge Ign.) |
Battery | 12V, 14Ah |
Transmission | 5 Speed |
Frame | Steel, double cradle frame |
Suspension | Front: 37mm Kayaba air assisted, adjustable spring preload and compression damping. Rear: Single Kayaba shock, adjustable spring preload and rebound damping. |
Brakes | Front: 2 x 275 mm Discs, 2 piston calipers Rear: Single 275 mm disc, 1 piston caliper |
Front Tire | 110/90-V16 |
Rear Tire | 130/90-V17 |
Wheelbase | 1 550 mm / 61.0 in |
Seat Height | 835 mm / 32.9 in |
Weight | 238 kg / 524 lbs (dry), 256 kg / 56.43 lbs (wet) |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 20 Liters / 5.2 US gal / 4.4 Imp gal |
Manuals | Service Manual |
EngineEdit
The engine was a Air cooled cooled Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder,. The engine featured a 9.7:1 compression ratio.
DriveEdit
Power was moderated via the Wet, multiple discs, cable operated.
ChassisEdit
It came with a 110/90-V16 front tire and a 130/90-V17 rear tire. Stopping was achieved via 2 x 275 mm Discs, 2 piston calipers in the front and a Single 275 mm disc, 1 piston caliper in the rear. The front suspension was a 37mm Kayaba air assisted, adjustable spring preload and compression damping. while the rear was equipped with a Single Kayaba shock, adjustable spring preload and rebound damping.. The GSX1100EF was fitted with a 20 Liters / 5.2 US gal / 4.4 Imp gal fuel tank. The bike weighed just 238 kg / 524 lbs. The wheelbase was 1 550 mm / 61.0 in long.
PhotosEdit
OverviewEdit
Suzuki GSX1100EF
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.
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 formidableperhaps 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 lineand 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 competitorsin
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 bikesKawasaki GPz900R,
Honda VF1000 Interceptor and Yamaha FJ1100will 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
Make Model | Suzuki GSX 1100EF (GS 1150EF) |
---|---|
Year | 1984 |
Engine Type | Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder, |
Displacement | 1135 cc / 69.35 cu-in |
Bore X Stroke | 74 x 66 mm |
Cooling System | Air cooled |
Compression | 9.7:1 |
Lubrication | Wet sump |
Induction | 4 x 36mm Mikuni carburetors |
Ignition | Analogue CDI (Capacitive Discharge Ign.) |
Starting | Electric |
Battery | 12V, 14Ah |
Max Power | 85 kW / 114 hp @ 8.700 rpm |
Max Torque | 98 Nm / 10.0 kgf-m / 72.3 lb-ft @ 6500 rpm |
Clutch | Wet, multiple discs, cable operated |
Transmission | 5 Speed |
Final Drive | Chain |
Primary Reduction Ratio | 1.780 |
Gear Ratios | 1st 2.500 / 2nd 1.777 / 3rd 1.380 / 4th1.125 / 5th 0.961 |
Final Reduction Ratio | 2.800 |
Frame | Steel, double cradle frame |
Front Suspension | 37mm Kayaba air assisted, adjustable spring preload and compression damping. |
Front Wheel Travel | 150 mm / 5.9 in |
Rear Suspension | Single Kayaba shock, adjustable spring preload and rebound damping. |
Rear Wheel Travel | 114 mm / 4.4 in |
Front Brakes | 2 x 275 mm Discs, 2 piston calipers |
Rear Brakes | Single 275 mm disc, 1 piston caliper |
Front Tire | 110/90-V16 |
Rear Tire | 130/90-V17 |
Dimensions | Length 2240 mm / 88.2 in Width 730 mm / 28.7 in Height 1280 mm / 50.4 in |
Wheelbase | 1 550 mm / 61.0 in |
Ground Clearance | 155 mm / 6.1 in |
Seat Height | 835 mm / 32.9 in |
Dry Weight | 238 kg / 524 lbs |
Wet Weight | 256 kg / 56.43 lbs |
Fuel Capacity | 20 Liters / 5.2 US gal / 4.4 Imp gal |
Consumption Average | 6.2 L/100 km / 16.2 km/l / 38.2 US mpg / 45.9 Imp mpg |
Standing ¼ Mile | 11.1 sec / 197.9 km/h / 123 mph |
Top Speed | 225 km/h / 140 mph |
Road Test | Group Test 1985 Motosprint |