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Gee... it's the Mighty GSX
"G" This
page has been read  times since its creation on 31 Dec 2002
This page was last updated on 12 Jan 2004
  RALLY
LATEST
The rally
schedules for the USA and Germany are now available. You
can also read about earlier G Rallies.
David Goh, the Singapore  G-Man
While
I very much prefer to have a Honda tourer, I love riding
this unique motorcycle. Using a chassis of the
standard "naked" bike, slap on the robust and
powerful engine from the Suzuki
R1100 racing series,
tuned it for strong low and midrange power, jam on a
shaft drive instead of a chain drive, and voila,
you have the GSX1100G.
My "G" sports a
1127cc four-stroke four-cylinder 16-valve,
oil-/air-cooled dual-overhead-cam (DOHC) engine with
twin-swirl combustion chambers (TSCC). It is said
to be put out a maximum power output of about 112 HP... I
won't know how to measure that, but this bike climbs
hills effortlessly, and I have personally pushed it past
the 200 km/h mark before. The fuel consumption is
comparable to a small (litre-class) car: with good
premium gasoline, the 18-litre tank will go about 200+
kilometres in the city before needing a top up (less if
regular petrol is used); less if riding long-haul on the
highways.
|
| top About the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
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|
About the GSX1100G  Unfortunately,
this bike was born at a time when this sort of bike was
going out of favour. Though Suzuki tried to
offer the add-on options like luggage bags and full
fairing.
The range of accessories wasn't bad: one could fit up the
GSX1100G like a fully packed up "land yacht",
to a back-and-forth commuter, to a wide-band
sport-tourer, making the bike pretty versatile.
However, against the onslaught of fully fitted
full-fairing fully-dressed tourers that had had come into
vogue (e.g. Goldwing, ST1100) or the "crotch
rockets" sport motorcycles (e.g. ZX, GSX-R, CBR),
and being a basic no-frills motorcycle, it obviously had
a very small and limited market, never was a big seller,
and was consequently left out. The model existed
for a very short duration from 1991 to 1993 in the USA,
or till 1994 outside USA.
There
again, one wonders how it could have gone out of fashion,
given that such naked bikes like the Suzuki Bandits
(GSXs) and the Honda Super Fours (and CB's) remain fairly
popular... and in recent years, there has been a
renaissance of naked bikes! See the current crop of
such bikes:
      
My
suggestion to the Suzuki Motor Corporation
If you damned people are
reading, please this bike is a great bike. I'm sure you
could do is come up with a worthy successor to the mighty
GSX1100G... or at the very least, come up with a shaft
drive option for the GSX1400!
|
| top About the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
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The Story of
"Standard" Motorcycles In term of appearance, the
"street standard" were pretty basic bikes,
designed back when function dictated form. The gas tank
sat above the engine to allow the gas to run down into
the carburetors. The way the human body bends pretty much
dictated the placement of the rest of the parts. As
motorcycles became more specialized in the 1980s, the
look of motorcycles changed. Motorcyclists were so
excited by new developments that we didn't realize we
were losing something in the process. Then one day in the
late 1980s, we realized that the basic bike no longer
existed. Motorcyclists began complaining about this
situation, and soon the Japanese designed bikes that
embodied the virtues of those older models.
Suzuki, in an attempt to
recapture the sales success it had enjoyed with its big GS
series of the 1970s and 1980s, brought out the GSX1100G, a big,
1980s-style standard with a modern, single-shock rear
suspension. On paper, the Suzuki fulfilled every
requirement those clamoring for standard bikes claimed to
need from a bike.
But the GSX was even less
successful than the VX. The reason probably involved the bike's
appearance. At the risk of offending loyal GSX riders,
many people considered the bike to be goofy-looking. One
magazine wag even suggested they take the coloring crayon
away from the designer who conceived the machine.
Honda was the first
Japanese manufacturer to find relative success in the
standard bike market, with its Nighthawk CB750. Here was
a bike that offered the versatility UJMs (universal
japanese motorcycle) were known for and looked good doing
it. Perhaps the factor that contributed most to the
bike's success was its low price. In this case, you
really did get your money's worth.
These were, and still are,
great value for the money.
While the Nighthawk was
the first modern Japanese standard to hold its own in the
marketplace, it never set any kind of sales records. It
seemed the standard might once again disappear from the
market, had a couple of manufacturers not rethought the
concept.
First Yamaha introduced
the Seca II 600. At first glance, this nimble, fun bike
might not be considered a standard, since it included a
small, frame-mounted fairing (a device that protects
riders from the elements).
Fairings: The
devices mounted at the front of a motorcycle to protect
the rider from the elements. These range from simple,
Plexiglas shields mounted to the handlebars to complex,
encompassing body panels that shroud the entire front
half of the bike. Bikes without any type of fairing are
known as "naked" bikes.
But riders didn't care;
the fairing just added to the bike's practicality. It
seemed that being naked (without fairing) was not a
prerequisite for a standard. Suzuki also realized this
and brought out its Bandit
series. These
bikes are comfortable motorcycles that incorporate the
best technology available, a useful fairing, and a
reasonable price. So far, they have been sales successes.
The latest in the line of
naked bikes is the GSX1400. Apparently this is not available in USA,
though the boys in Europe are apparently very happy with
it!
|
| top About the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
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|
Back to the G - big bad
naked bike with a shaft drive However for those who have used
bikes shaft drives, they love and appreciate its
maintenance free nature. Think of it this way: no
messy oily chain to lubricate, and no grease/oil being
flung off the chains and soiling the bike and/or
rider(s), and only periodic replacement of the shaft
oil. Then there's the massive 100+ horses generated
by this litre-class engine, combined with the shaft drive
gives tremendous torque and sheer power and enough speed
to make your head spin! The G has got breath-taking
acceleration and it's rock steady, thanks to the rake of
the fork.
Like any bike, there are
always weaknesses. The G is long and
heavy. The G has weak original fork springs,
combined with the heavy weight (230+ kilogrammes or 500+
pounds!). While the fork rake angle gives steady
straight-line riding, taking it around the twisty roads
takes strength and good handling techniques, though
changing the fork oil to a heavier one (7 to 10 SAE) or
replacing the fork with stiffer aftermarket ones will
improve steering handling. The long rake also means
that the turning radius is pretty long. Try
manouvering the G into confined parking spaces and you'll
know what I mean. Also when taking corners, it is
highly advisable not to tip this bike too low or go too
fast as the clearance is not that high. I've
already scraped my centrestand, the bolts holding the
exhaust pipe, and my footpegs from going in too
low. The G was not designed as a racing machine, it
would be dangerous if one tried to use it as one.
Overall, this is a good
bike to ride and commute with. Comfortable,
powerful, steady. Most of all, on the practical
side, it is all paid up and its all mine, and its
relatively easy to maintain.
Historic Suzuki
Motorcycles
   
Predecessors and
successors in the GS/GSX range
|
| top About the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
|
|
My Fittings and
Modifications Parts, parts, parts...
Given the rarity of the
model, especially in Singapore, some resourcefulness is
needed when it comes to replacement components. Go
to the Singapore agent for Suzuki bikes and parts and ask
for GSX1100G parts and he will laugh in your face... and
say "is there such a bike?!"
Some components of the
GSX1100G are still used in other
Suzuki bike models
(brake cylinders and seals, fork springs and seals,
carburettor components, engine valve rocker assemblies),
so having the part number helps. Other parts need
to be adapted from other Suzuki bikes (handlebar controls, rear
suspension, speedometer cable), so it is very much a case
of stripping off the part, going to the agent, and asking
if he has "anything like that, or something
similar". Then one might even have to
sometimes adapt from other makes and models of bikes, or
try alternative aftermarket sources.
I'm no expert, so if you
need help, check with your mechanics, or if you want,
visit mine at Belwin Motors, 1 Syed Alwi Road, #01-04 Song Lin Building,
Singapore 207628 (speak to
David Mah).
There are also the valuable on-line
resources (see
below). It is possible to purchase the Service
Manual and the microfiche of the Parts List and Diagrams
through the Internet.
Long
road to recovery
This bike came as scrap, or at
least on the verge of being turned into a little cube of
scrap metal. The previous owner did not take good
care of the bike, due to corrosion, the tank rusted
through, and after a half-hearted attempt to patch that,
simply left the bike to stand for years. With a
haul-to-scrap-or-salvage deal, the junk came for free.
But to resuscitate and restore it took time and
some money.
 
the junk heap when I first received it; the deboned G
half-way through restoration
 
rusted through tank and warped side panel before
(left) and after repairs beautifully restored
(right)
To took months of work...
- Hauling the scrap heap to the
workshop
- Testing to see whether the
engine was salvageable (fortunately yes,
otherwise it was straight to the scrap metal
dealer and yet another haulage fee...)
- Finding a source for the
GSX1100G service manual and parts microfiche
(then another hunt find someone who print out the
microfiche to normal paper)
- Welding work for the tank and
and remoulding and repainting work on plastic
parts damaged by gasoline
- Finding a source for the parts
and components that needed to be replaced, both
in Singapore and outside.
- Solving a problem manifested
itself as loss of power from engine imbalance,
overheating or abnormally very high engine
running temperatures, spark plug fouling and
smoky exhaust. After months of tracking
down and eliminating problem by problem, the root
cause was found to be due to air leaks around the
carbuerettors, especially in the
"pipes" (that what the parts manual
calls it; actually the rubber parts that connect
the carbuerettors to the engine block).
This was solved by applying industrial/automotive
heat resistant glue, otherwise known as
"engine block sealant". After
that to fine-tune the bike back to mint
condition, it meant resetting all the jet
settings to standard factory specification (the
earlier owner/mechanics had been twiddling with
this), replacing all the spark plugs with
slightly hotter ones (see rated markings on the
side of the plug), and then rebalancing of the
carbuerettors.
 
and here is the beauty!
As you can see, the
completed work was well worth the effort. Today,
the bike only means the usual maintenance.
For those who may be
interested, here's a list of what was replaced, modified
or added on:
Bike
systems
- Provided the original
airbox is still present, replace original Suzuki
air filter (Part No 13780-26D00) with the K&N washable reusable air filter, part
number SU-1191 [old part number
SU-0003]. This can be washed, dried, re-oiled...
avoids having to continually look for replacement
air filter elements which for this bike is
somewhat difficult to find in Singapore)
(K&N's tip to using
their filters: Do not clean the
K&N air filter too
often. In normal on-road applications,
service your K&N Filter every 50,000
miles. When a drop in performance is
noticed, or the machine becomes hard to start, it
is time to service the filter element. The dirt
build-up actually helps stop more dirt and does
not hinder the airflow.)
Also see my comments having used this for a
while now...
- headlamp off switch
(came from a Honda scrambler, needs some splicing
of wires in the headlamp assembly) (in case
battery is weak when starting engine)
- two fuel filters, one before fuel pump, one
after fuel pump (against particulate matter in
fuel or tank or in the pump, to prevent
carburettors from being jammed by particles)
- original oil cooler
hoses are only available in USA and had to be
shipped in. Note that there are two
different lengths (corresponding to part numbers)
depending on the year of production of the
motorcycle.
- spark plugs are
hotter than the factory specified ones.
This is because the bike largely runs on short
city trips, and it also speeds up the warming up
of the engine. If you tend to run long
distances, then replace with cooler ones
according to factory specifications.
Cosmetic/functional
- very large Givi windshield (less bugs and dirt in
face, some wet weather protection)
- Givi WingRack for hard case luggage on
top and sides
- Givi E21 hard saddlebags
- Givi E50 top hard case (helmets, and
when commuting to work, for my briefcase)
- engine case guards
custom made by Seng Kwang Metal (to protect
engine against damage when it tips over) (as this
is custom, you'll need to leave the bike there
for a couple of days)
- Fiamm CTE dual-tone
electromagnetic horns - loud but harmonious sound; use
the relay so as not to spoil the electrical
contact in your handlebar controls. Also
don't remove your original horns, as these are
required by LTA requirements. Afternote:
I've replaced the Fiamms twice because they
stopped working, probably due to internal
corrosion. Since then, I've changed to the
German-made Hella horns that are of better quality,
last a lot longer in Singapore's humid
conditions, and don't cost very much more. My
favourite is the Twin-Tone Horn Kit
("Elektro-Zweiklang-Fanfaren Set", 12
volt).
Tyres
- Fortunately, the
GSX1100G has a similar wheel size to that of the
Honda ST1100, making the tyres pretty common in
Singapore, and are therefore easily sourced.
- I've used the
factory-specified tyres, but I didn't like them
because their grip wasn't good. The Dunlop
K505 has since been succeeded by the D205:
- Front
Tire: Dunlop K505, 110/80
V18, inflation pressure 2.25 bar
or 33psi
- Rear
Tire: Dunlop K505, 150/70
V17 (160/70 V17 can also be
used), recommended 2.5 bar or 37
psi, max 2.85 bar or 42psi
- Metzeler tyres. I use the ME33/ME55
allround tyres. Good grip (confidence on the
curves), excellent mileage, it is a reliable
workshoe and really value for money.
- front: ME 33
LASER 110/80 - 18 58V TL (tyre
manufacturer recommended inflation
pressure 2.25 bar or 33 psi)
- rear: ME 55 A
METRONIC 160/70 B 17 73V TL (tyre
manufacturer recommended inflation
pressure for dual riding 2.90 bar or 42
psi; riding solo, I use 2.5 bar)
- other tyres available
from Metzeler,
- Z4 sports
("sport mileage") (approved
by Metzeler)
- Front:
ME Z4 FRONT 110/80 ZR 18 (58W) TL
2.25 bar
- Rear:
ME Z4 160/70 ZR 17 73W TL 2.90
bar
Z2
sports (the tyre sizes have
phased out)
Front:
ME Z2 FRONT 110/80 ZR 18 (58W) TL
2.25 barRear:
ME Z2 160/70 ZR 17 73W TL 2.90
bar
- Z6 sports
(newly introduced, no certification. at
the current time - Dec 2003 - there is
still no rear tyre of the 160/70 size.).
- Front:
110/80ZR18(58W)TL Roadtec Z6
- Rear:
not available
- other tyres used by
other G-men to date or recommended by tyre
manufacturers:
- Bridgestone BT45 or BT020
- Front:
BT020F 110/80ZR18 BW TL - 58W,
max 42 psi
- Rear:
BT020R 160/70ZR17 BW TL - 73W,
max 42 psi
- Dunlop D205 (recommended
by Dunlop)
- Front:110/80ZR17
57W, loaded 36 psi (max 42)
- Rear:160/70ZR17
73W, loaded/max 42psi
- Michelin Macadam 50/50E (approved
by Michelin or TÜV)
- Front:
110/80 V 18 TL 110/80 - 18 58 V
TL/TT MACADAM 50 E, 2.2
to 3.0 bar
- Rear:
160/70 V 17 TL 160/70 - 17 73 V
TL/TT MACADAM 50, 2.5 to 4.5
bar
- Pirelli Dragon GTS (fitment
recommended but not certified by Pirell)
- Front
110/80ZR18TL 58W MTR23 - 2.25 BAR
- Rear
160/70ZR17TL 73W MTR24 - 2.90 BAR
- some other useful
notes from Metzeler:
- All Metzeler
Tyre Fitments recommendations apply only
to tyres which have been sold and fitted
in Germany.
- If the
intention is to switch over to tyres
which have not been recorded in the
vehicle documents then the original
approval certificate must be requested
from the manufacturer before switching
over. Any restrictions or other
requirements in respect of the switchover
which may arise must be followed
precisely. Where stated in the footnotes,
the release certificates can be requested
from METZELER. (meaning these
recommendations have been certified in
collaboration with the testing
authorities and the manufacturer)
- The
"tyre fitment" only gives the
information status at the time of the
last database update. The definitive
requirements for the switchover are the
standards to be taken from the vehicle
documents and release certificates at the
time of the switchover. Technical advice
must always be obtained if there is any
doubt.
- All pressure
indications given in connection with
specific bikes represent the values for dual
riding. Detailed
information regarding pressure for riding
solo and/or with luggage should be taken
from the bike's manual. Many bikes have
stickers on the rear swimng-arm or
chainguard indicating the recommended
pressures.
- Check the inflation pressure
once a week!
- Always use a valve cap with
rubber sealing!
Other street legal goodies
you can add on!
- K&N items (Singapore
distributor: Sporting Motorcycles at 286 Lavender Street,
Singapore 338803):
- Air Filter:
SU-1191
- My
experience: I am have been using
the older model SU-0003 (now
obsolete, replaced by SU-1191).
The results have been excellent
with some improvement over the
stock filter with livlier
response to the throttle. I have
cleaned it several times
(equivalent to replacing the
original Suzuki paper filter at
least twice!) with no adverse
effects or degraded performance.
Well worth the expense of getting
one!!! Make sure your local
mechanic is experienced in
cleaning or recharging this air
filter, otherwise you have to
make sure that the local K&N
filter supplier has the
recharging kit. When recharging,
go easy on the filter oil,
otherwise you will foul your
spark plugs!
- Stage 1 Jet
Kit: 81-9284
- Stage 1 Jet
Kit w/ Filter: 23-9284
- Oil Filter:
KN-138
- My
experience: this is crap!!! this
can is made in Thailand and the
quality is inferior to the
original Suzuki filter which is
made in Japan. after 5000 km,
paint had flaked off or had been
chipped off by debris thrown up
by the front wheel, and the can
was rusty (original Suzuki filter
can has never
ever rusted). the front nut which
is supposed make it easy to
remove without a special filter
removal tool became stripped off
the first time when trying to
remove the filter! used a chain
or belt wrench to loosen the
filter (Suzuki original filter
requires a tool to mate against
the polygonal head). performance
wise, it was not so good, with
the engine sounding a little
rougher after about 1000 km. Will
never buy this again. I've since
bought the original Suzuki filter
tool (Suzuki part number
09915-40610, "oil filter
wrench").
- Xena Micro XM-1 alamed disc lock
(available from Chong Aik) (tip: it is
significantly cheaper to buy it in Singapore than
to buy it from the US or Europe) (with the alarm,
you won't forget to remove it before driving
off!) (the alarm is
triggered by an internal shock sensor, has a 1
second delay to allow installation and removal,
and when triggered it will sound for 10-15
seconds and then re-set and re-arm)
- My
experience: somehow not so robust. try
never to drop this, as it screws up the
sensor and/or electronics...
- A small sheet metal disc or
plate, about 3 to 6 inches in diameter or size,
obtainable as scrap from hardware stores
specialising in metal rods and sheets.
This bike is awfully heavy and unless you are
parked on a solid ground, you might come back and
find your bike lying on its side, with the side
stand buried in the ground... put this under your
side stand when parking on relatiely soft
ground. Even on hard paved roads, over time
parked over the same spot, my side stand has
already made a deep impression in the bitumen...
ha!
|
| top About the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
|
|
Valuable "G"
on-line Resouces  You are entering the G zone...
Fresh off the presses in
2002, new owners of the GSX1100G should first check
out our own domain at http://www.gsx1100g.com courtesy of Dave Hembroff (a.k.a.
"DGmann").
It provide all you wanted
to ever know abou the bike, as well as valuable
information about service and maintenence tips and tricks
gathered from many other owners of this bike. You
should register yourself and your bike in his owners'
database... hey, be proud of your bike!
This site takes over from
the original GSX1100G Worship Page (at http://www.reocities.com/MotorCity/7592 or http://www.reocities.com/mdgore.geo) established by a honourary G-man, Mike
Gore. Sadly however, Mike has sold off his G and this
website may eventually be taken down.
...
where G-Men gather...
There is also
the GSX1100G Yahoo! Group cum Bulletin
Board
(at http://groups.yahoo.com/group/gsx1100g ), lovingly dubbed the
"G-Men's International GSX1100G
Association". Here, you can also meet the
brotherhood of G-men - other owners of this
machine.
Also check out fellow
G-Man Texmex's G Database (at
http://www.csoft.net/~texmex), where useful information discussed at the
Club has been collated and topped-off with a search
engine.
Put it this way, putting
my G into service has been one heck of a long adventure
and getting to know the G-men and learn from them has
been great! It also helps if you have good mechanics. G RULES OK!
... and for the
German speaking G-men...
Obviously, the
German-speaking brothers will have a bit of a tough time
communicating with the English-speaking brothers if their
Englisch was rusty... and vice versa the Deutsch of the
English.
So there is a home for
them too. Visit the German G website at http://www.gsx1100g.de and the German G forum "Das Forum für die GSX-1100-G" (at http://www.byte-worker.de/gsxg/forum ) run by Norbert Gumbrecht and Uwe Balser.
As you can see, it is a
truly dedicated group of G-men globally that contribute
to keeping the G-dreams alive.
|
| top About the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
top
About
the GSX1100G
My
Mods
Maintenance
Links
Specifications
Original Fairing
Brochure 1991-A
Brochure 1991-B
Brochure 1992
Original accessories
|
|
1991 Brochure   
(Thanks to Charlie
Brown. Links are to Mike Gore's GSX1100G worship page)
  
According to its 1991
brochure, it headlined:
"Classic form,
modern function."
"Classic styling.
Riding comfort. Low maintenance. Awesome
torque. Excellent response. State of the
art technology. Opposite ends of the
motorcycling spectrum? The description of two
very different motorcycles? Not any more."
"Introducing the
1991 Suzuki GSX1100G. With smooth traditional
lines. All-day-long comfort. Shaft drive.
And the performance that has to be experienced
to be appreciated."
"The 1991 Suzuki GSX1100G blends
the best of yesterday's standard styling and
comfortable riding position with the latest big-bore
performance technology of today. And adds the
convenience of shaft drive and the flexibility of
exciting options like matched luggage, a full
fairing."
"The new GSX1100G
is classic form, modern function"
see below for original Suzuki
accessories
The key features included:
- More torque, less
vibration, shaft drive. The GSX-1100G's 1127cc
four-cylinder is based on the GSX-R1100 power
plant, an engine that completely dominates U.S.
endurance racing and has earned a reputation for
reliably delivering serious performance over the
long haul. With important differences: the
1100G is equipped with a gear-driving secondary
balancer shaft to reduce vibration reaching the
handlebars by an incredible 24 percent. A
link plate cam chain for quieter cruising.
And a low-maintenence clean and quiet shaft
drive.
- Suzuki Advanced
Cooling System (SACSTM). The Suzuki Advanced Cooling
System (SACS) combines with air cooling to
efficient keep the 1100G engine at optimal
operating temperatures. SACS is a separate
high-volume oil flow system that carries engine
heat to an efficient high-capacity cooler.
SACS results in engine temperatures much lower
than those achieved with air cooling alone, and
SACS is simpler and lighter than competing water
cooling systems. The 1100G's oil cooler has
a wire mesh front screen and is equipped with
vented end covers.
- Slingshot
Carburettors. The 1991 1100G breathes through
large 36mm Slingshot smooth-bore carbs featuring
a unique slide design developed by Suzuki
engineers working with Mikuni technicians.
The design combines the best performance features
of a flat slide and a round slide, delivering
quick response and reduced throttle movement
resistance of a flat slide, and the less
turbulent airflow and better sealing of a round
slide. A smooth-radius air intake bell,
without ridges, increases intake
efficiency. Linking carburettor float
chambers to a separate airbox compartment helps
eliminate float chamber pressure variations
caused by road speed and wind turbulence.
Slingshot design carburettors are also lighter
than conventional carburettors. The 1100G's
high-flow air filter has large surface
area. An electric fuel pump stabilises fuel
supply to the carburettors, and the reserve
selection petcock has a large conventional knob.
- Four-into-two
Exhaust System. The 1100G's bright chrome high-flow
four-into-two exhaust system increases efficiency
while maintaining quiet sound levels.
- Computerised
Digital Ignition. Suzuki's
microcomputer-controlled digital ignition system
provides ideal ignition timing at every engine
RPM. Timing is not affected by heat or
humidity.
- Hydraulic Clutch
with Diaphragm Springs. Hydraulic actuation and
diaphragm springs help give the 1100G positive
clutch action with a relatively light lever feel.
- Positive
Transmission Shifting. Precise, positive shifting
without wasted movement, slack or hesitation is
built into the GSX1100G's transmission. The
shift drum rotates on ball bearings and a bearing
locator fitting reduces side-to-side drum
movement. The large diameter (14mm) shift
shaft is supported by needle roller
bearings. It adds up to cleaner and
smoother shifts.
- A comfortable
riding position. Careful testing and ergonomic
engineering gave the 1100G a very comfortable
seating position both for the rider and the
passenger. The goal was just the right knee
and back angle for all-day comfort, and the
testing and engineering paid off with an ideal
relationship between the tubular handlebars,
rubber-padded footpegs and generous seat.
The seat itself is thickly padded with a full
90mm (3.5 inches) of selected density cushion
foam for the rider. Even the controls
received careful engineering attention. For
example, the 1100G's adjustable front brake lever
has a four-position eccentric cam pivot that
helps put the brake lever at the position that is
most comfortable for the rider. The
adjustment system is easy to use, with a large
adjustment knob. And the rear brake pedal
tip has its own rubber pad to reduce vibration
reaching the rider's boot.
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