Motorcycle specifications Suzuki1100 GSX-R 1986 Big sporty smooth

* To protest against the manufacturers' arms race, the press at the time did not publish the test of the 130 hp version. *

buoyed by the success of its recent 750 sports bike, Suzuki had the brilliant idea of designing this "super-GSX-R". A replica sports bike with a huge boiler and a racy design; fans of thrill machines will be salivating. The family spirit is so pronounced on this new 1100 that it's hard to tell it apart from the 750: same architecture, same aesthetics, almost identical dashboard, same reasonable seat height, same tank and fairing design... Only the size of the shoes and the stickers differentiate them.
The new, larger-than-liter engine is cooled in an original way by a system known as SACS: the block is cooled not only by air, but also by the oil circulating in the engine. The result is better thermal regulation, longer life, higher revs and lower weight. Verdict: the 1100 achieves the incredible feat of weighing less than 200 kg. To cope with this power, the chassis is based on that of its smaller sibling, but is much stiffer, with rectangular aluminum tubes of larger cross-section. The fork is equipped with the new NEAS electric system, which controls the hydraulics and acts as an anti-dive device, and is tempered by a steering damper. The 18-inch wheels are fitted with 110-tire fronts and 150-tire rears - a first for a production model.
A slight disappointment on the road: the 750's fiery temperament is nowhere to be found. On arriving in France, the big mill lost a good thirty horsepower at high revs. The clutch has also nibbled away at the mid-range torque curve. As a result, this distiller appears noticeably hollow and rather linear when revving up. In fact, it's more polished than sporty in the sensations it delivers, gratifying the rider all the same with a nice suppleness and a 400 m DA in 11 s. Not bad for a road bike. Not bad for a road machine.

The controls also react differently to the 750. The clutch is firmer (the springs are designed for the full version), with a tendency to stick when cold. The gearbox, which is fairly well stepped, is not lacking in precision, but is slightly less smooth. On the other hand, the throttle 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. Stability at high speeds and in sweeping curves is excellent. A far cry from the random behavior of the 750. At high speed, the front end tends to lighten up, but you really have to push the 1100 to the limit. The 18" wheels detract from the machine's agility, but it remains light and easy to handle. Very light indeed, and the same goes for protection. A higher bubble would be much appreciated. Suspension is firm but not overly so, and the rider's position is more upright than on the 750. As for braking, the drilled double disc guarantees quality braking at both front and rear. It combines power and progressiveness with endurance.
The new GSX-R 1100, despite the 100 hp law that takes away much of its personality, should be the talk of the town for some time to come. In addition to its sporty aura, the GSX-R 1100 offers a certain level of comfort (for this type of machine), very good roadholding and excellent braking. Our only regret is that the 4-cylinder engine lacks peachiness and character. But it's almost certain that many models will go through the debriding process. That's another story.

n.B: It's true that debriding was almost obligatory for the 1100, even essential, as its performance was similar to that of the 750. However, at full power, the GSX-R 1100, pioneer of a new breed of machines, pulverized all other bikes.

M.B
(internet photos, Eddie Diaz, D.R.)