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* To protest against the arms race of the manufacturers, the press of the time did not publish the test of the 130 hp version. *
Carried away by the success of its recent 750 sports car, Suzuki had the brilliant idea of designing this “super-GSX-R”. A sporty replica with a huge boiler and a racy design; lovers of sensation machines will salivate. The family spirit is so marked on this new 1100 that it is very difficult to differentiate it from the 750. Same architecture, same aesthetic, almost identical dashboard, same reasonable saddle height, tank and fairing in the same design. .There is little more than the size of the shoes and the stickers to differentiate them.
The new engine exceeding the liter of displacement is cooled in an original way by a system called SACS: the block is cooled by air but also by the oil which circulates in the engine. This results in better thermal regulation, increased longevity, increased speeds and reduced weight of the mechanical components. Verdict: the 1100 succeeds in the incredible feat of passing below the 200 kg mark. To cash in the power, the chassis is modeled on that of the little sister but strongly stiffened, with rectangular aluminum tubes of larger section. The fork is equipped with the new NEAS electric system controlling the hydraulics and acting as an anti-dive device and its ardor is tempered by a steering damper. 18-inch rims get 110 front and 150 rear tires – a first for a production model.
Small disappointment in driving: we do not find the fiery temperament of the 750. Arriving in France, the big mill lost at high speeds a good thirty horses. The bridle went through there and also nibbled the torque curve at mid-range. As a result, this boiler appears noticeably hollow and rather linear in its revs. In fact, it is more polished than sporty in the sensations it delivers, nonetheless gratifying the pilot with great flexibility and a 400 m DA in 11 s. Not bad for a road machine.
The controls also react differently compared to the 750. The clutch is firmer (the springs are provided for the full version), with a certain tendency to stick when cold. The rather well-layered box does not lack precision but slightly smoothness. The throttle, on the other hand, is very pleasant to use. A real plus for smooth driving.
In terms of dynamics, the progress made since the first GSX-R is very reassuring. The stability at high speed as well as in large curves is excellent. We are far from the random behavior of the 750. At high speed, the front tends to shed but you really have to push the 1100 to knock. The 18 “wheels strain the agility of the machine which remains easy to handle and light. Very light and this also goes for protection. A higher screen would be very appreciated. The suspensions are firm but not excessive, the rider is better installed as on the 750, with a more raised position. When it comes to braking, the double drilled disc guarantees quality braking both front and rear. It combines power and progressiveness without forgetting to be enduring.
The new GSX-R 1100, despite the 100 hp law which takes away a lot of personality, should be talked about for some time. In addition to the aura of the sport, it knows how to maintain a certain comfort (for this type of machine), very good handling and excellent braking. We just regret that the 4-cylinder lacks fishing and character. But it is pretty much sure that a lot of models will switch to jailbreak. There it becomes another story.
NB: Indeed, unlocking was almost compulsory for the 1100. Essential even because its performance was similar to that of the 750. On the other hand, once in full power, the GSX-R 1100, pioneer of a new breed of machines , was spraying all the other motorcycles.
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Replaces
1100 GSX-R 1987
Model marketed in
1986
1987
1988
Performances
-
Max speed:
approx. 280 km / h -
Acceleration
0 to 100: 3.30 s -
Consumption
medium: 8.20 l
The technical aspect
Suzuki 1100 GSX-R 1988
- Frame
- Frame: Double cradle in aluminum tubes
- Tank: 19 liters
- Seat height: 810 mm
- Length: 2115 mm
- Width: 745 mm
- Height: 1215 mm
- Wheelbase: 1,460 mm
- Dry weight: 197 kg
- Weight in running order: 225 kg
- Train before
- Telehydraulic fork Ø nc, deb: 130 mm
- 2 discs Ø 310 mm, 4 piston calipers
- Front wheel:
110/80
– 18
- Transmission
- 5-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 126 mm
- 1 disc Ø 220 mm, 2 piston caliper
- Rear wheel:
150/70
– 18
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Air and oil cooling
- 4 carburetors Ø 34 mm
- 2 ACT
- 4 valves per cylinder
-
1,052 cc
(76 x 58 mm) -
130
ch
at 9,500 rpm -
10.30 mkg
at 8000 rpm - Weight ratio /
power
: 1.52
kg / hp - Compression: 10: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Kawasaki ZX-10 1000 TOMCAT 1988
Gallery
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