Motorcycle specifications SuzukiGSX 1100 G 1996

From the very first encounter, the GSX 1100 G impresses with its dimensions rather than its plasticity. A massive fuel tank sits atop a massive engine, giving it the look of a comfort-equipped workhorse rather than a thoroughbred bred for racing.

then the gaze settles on the powertrain. this astonishing engine seems to vacillate between air cooling, with its far too small fins, and liquid cooling, with its no less discreet radiator.

connoisseurs will immediately smile at this naive description, knowing that this is the now famous 1127cc air/oil-cooled 4-cylinder of the GSX-R 1100. However, until 1991, when the GSX-G came out, Suzuki had always taken care to hide its SACS (Suzuki Air Cooled System) engine behind fairing sides (GSX-R, GSX-F). And it's almost a pity that Suzuki didn't bring out half-shell GSX-Rs in the style of the Ducati SS, so much so that the engine's aesthetics exude the nastiness or, as the case may be, the beauty of a cathedral.

however, Suzuki was careful not to unleash its supersport millbif in a road-going chassis without civilizing it a little (to put it mildly). To achieve this, the manufacturer has played mainly on the ACTs, carburetors (4 mikuni BST 36mm instead of 40mm), connecting rod and integration of an additional balancer shaft. The aim of these modifications is to turn this 4-cylinder engine into a true 100 hp powerplant, rather than a clamped-down monster. And the result is commendable: 100 horsepower and 10 mkg of torque! The flat torque curve would have made the competition die laughing if it hadn't been placed so high on the diagram. The GSX-G delivers more than 8 mkg over almost the entire rev count, all with a hushed, flattering hum.

another original feature is Suzuki's shaft-and-pinion secondary transmission. This is a very pleasant transmission, perfectly adapted to the new engine definition (editor's note: it's surprising that this transmission was never used again). All that remained was for the Japanese manufacturer to graft this powertrain onto a suitable frame.

in this area, it's a safe bet that Suzuki took a close look at the competition, particularly the Yamaha V-Max. Like that big custom/dragster, the GSX-G has to deal with more than respectable acceleration and acceleration. Like an urban dragster, therefore, the GSX-G had to be very stable, so it could be ridden without fear. Suzuki therefore chose a frame with a rather open steering column angle and a long wheelbase (1585 mm for the GSX-G, versus 1465 mm for the GSX-R, which had a rather long wheelbase for a supersport). However, this choice has a few drawbacks. The steering is relatively heavy at low speeds, and the bike doesn't really turn in a handkerchief. But the result is convincing. The suspension work is totally geared to comfort, as is the two-seater seat, and the "G" can be ridden over long distances in complete relaxation, both for the rider's buttocks and those of his passenger. Handling remains decent as soon as the machine is rolling, but it clearly prefers big curves.

all these qualities seem to place this model in the category of long-distance tourer with a good dose of character. However, the Suzuki range already has a big tourer in the shape of the GSX 1100 F. The "G" will therefore initially do without a fairing, and will officiate in the roadster category. It's not a bad idea, insofar as Suzuki is positioning itself in a niche that's a little different from the competition: In the same segment, Kawasaki has opted for retro styling with its 1100 Zephyr, Triumph for a nervous roadster with its 900 Trident, while Suzuki takes the place of the bewitching, road-going and comfortable roadster.

nevertheless, it's clear that the GSX-G's road-holding qualities are enormous, despite its lack of protection. These qualities are also highlighted in tests and comparisons in the French specialist press, such as Moto1's FJ 1200 / GSX 1100 G comparison (No. 99, August 1991). All the more so as the "G" engine, reworked to develop its original 100 hp, is much more pleasant than the French version of the GSX 1100 F.

in the years that followed (marketed in France in 1994 and 1995), Suzuki offered versions equipped with a somewhat lightly-integrated fairing, which didn't exactly make a commercial splash. In the end, the presence of the GSX 1100 F somewhat dampened sales of the "G", which today remains a good motorcycle, albeit all too rare.

Tanthallas - Photos : Manufacturer