The Suzuki GSX-R1100 was Suzuki’s flagship sports bike introduced in the late 1980s and 1990s.Equipped with a lightweight aluminum frame similar to that of a racer replica and a unique oil-cooled engine, the GSX-R1100 achieved acceleration and high speed performance that was proclaimed “the strongest on public roads” at the time.Today, it is attracting attention as a classic of yesteryear amid the neo-classic boom, and it maintains high popularity in the used market as well.This article explains the development background and model history of the GSX-R1100, engine specifications and characteristic technologies, comparison with rivals of the time, evaluation in the modern era, used market trends, and the current maintenance situation and parts supply, all in a friendly tone with a professional perspective.
Development Background and Model History
The first-generation GSX-R1100 (1986 model), Suzuki’s flagship model that inherited the racer-replica concept of the 750 and expanded its displacement to 1100cc.The aluminum frame designed by computer analysis achieved a weight reduction of approximately 25% while increasing rigidity compared to the previous model, and together with the innovative oil-cooled engine, achieved a revolutionary high power-to-weight ratio of 1.51 at the time, with a dry weight of 197 kg and maximum output of 130 PS.
Impact of early (1986-1988) oil-cooled racer replicas
The GSX-R1100 first debuted in 1986 as an export model for Europe and North America.It was the older brother of the 750cc version GSX-R750 released the previous year, inheriting the “racer that can be driven on public roads” concept, and expanding its displacement to the 1100cc class.The engine mounted on the GSX-R750 was a 1052cc air-cooled, 4-stroke, in-line 4-cylinder DOHC 4-valve engine, the most distinctive feature of which was the adoption of an oil-cooling system (SACS) that combined a large-capacity oil cooler and forced oil circulation with a conventional air-cooled engine.The engine was cooled by injecting 20 liters of oil per minute into the cylinder head, and the recovered heat was dissipated by a large oil cooler, resulting in both high output and light weight.While delivering a maximum output of 130 PS, the engine itself is 22% lighter than conventional air-cooled engines, resulting in an astonishingly light dry weight of 197 kg.It was 20 to 30 kg lighter than liter-class motorcycles of the time, and its overwhelming power and light weight attracted riders.
The body was also a racer-replica, similar to the GSX-R750, with an aluminum frame, full cowl, and two round headlights.The aluminum frame adopted a double cradle structure to hold the engine and was unusually lightweight and rigid for a large machine of the time.This early model was a well-balanced machine that was easy to use for touring, as the handlebars were set higher than those of the 750 for easier handling on public roads, despite its race-derived high power.Because of its high level of perfection, it gained popularity in Japan as a reimported model, and it is said that a large number of units were sold.
In 1988 (J-type), the car was equipped with hollow 3-spokes, wider tires, and a reinforced oil cooler.Weight increased by 2 kg.
Second generation (1989-1992) Pursuit of increased power and stability
The 1989 (1989) model year GSX-R1100 (model: GV73A) is the generation that underwent a full model change.It was larger in size while retaining the styling of the ’88 GSX-R750, which had undergone a model change the previous year.The engine displacement was enlarged to 1127cc.The oil cooler was also changed to a curved type to improve cooling efficiency.The muffler was made of heavy stainless steel, and the exhaust manifold was made of 4into2to1 and the silencer was made of two silencers.The chassis has a newly designed frame with greatly increased rigidity, and radial tires of 120/70ZR17 in the front and 160/60ZR17 in the rear have been adopted to significantly increase its fighting power.As a result of these enhancements, the dry weight was reduced to 210 kg, but it was still lightweight compared to other cars in its class.
However, when the 1989 model (known as the “K” model) was first released, its handling instability, which was pointed out in magazine tests, became a hot topic of discussion.In fact, at the Isle of Man TT race in 1989, famous riders on the GSX-R1100K crashed one after another, leading to a temporary ban on large-displacement machines from participating in the race.
Based on this reflection, the 1990 model (L-type) had a 40 mm longer swingarm and a 25 mm longer wheelbase.At the same time, the tire width was widened to 130 mm in the front and 180 mm in the rear, an inverted fork was installed, and the weight was increased to 219 kg, making the machine more of a tourer.Symbolically, the starting point of the tachometer was changed from 3000 rpm to 0 rpm.
In the 1991 model (M-type), aerodynamic improvements were made by increasing the carburetor diameter and changing the cowl design (the headlight was placed inside the glass cover), but the weight was reduced to 226 kg.The engine was improved to 145ps/10000rpm by enlarging the carburetor diameter to BST40SS, changing the valve drive to 1 cam 1 rocker arm system, and reducing valve inertia mass by about 5%, etc. Torque was reduced to 11.6kg-m/7500rpm, making it a high revolution type. 1992 type (N type) had a transThe 1992 model (N type) was improved up to the final model, including an improved transmission shaft support method and lubrication route.
In general, the second generation GSX-R1100 (1989-1992) developed into a machine with overwhelming power due to its increased displacement and stable handling at high speeds.On the other hand, the nimbleness and racy feel of the early models had faded somewhat, and the “mega-sport” and “mega-tourer” characteristics of this generation were strengthened to meet the needs of the times.This change in line was greatly influenced by market trends and competition with rivals, which will be discussed later.
Third Generation (1993-1998) Water-cooling and maturity of supersports
In 1993, the GSX-R1100 underwent its second full model change to a water-cooled engine.The model name was changed to “GSX-R1100W (WP type),” and although the engine displacement was downsized slightly to 1074cc, the cooling system was changed to water-cooled to improve both output and reliability.The new engine is a 4-stroke liquid-cooled DOHC 4-valve engine with a bore x stroke of 75.5 x 60 mm, which is closer to a long stroke.The liquid-cooled engine delivers sharp acceleration from high rpm to low-mid range, resulting in maximum output of 155 PS, up 10 PS from the previous generation, and actual measured output at the rear wheel exceeds 130 PS.In addition to a large radiator, the cooling system continues to be fully equipped with an oil cooler and oil-jet type piston cooling system to ensure durability and stability.
A newly designed twin-spar frame with a pentagonal cross-sectional section (using many forged parts) was also adopted for the chassis, greatly improving rigidity compared to the previous model.The swingarm is a banana-shaped swingarm with one curved side (right side), and the two-piece muffler has been reverted to a single muffler.The front fork is an inverted type, and the brakes have been strengthened with opposed 6-pot calipers.As a result, the vehicle’s dry weight reached 231 kg, but its appearance remained largely unchanged from the previous generation, and at first glance it was hard to tell that it had been water-cooled.
After water-cooling, the GSX-R1100 underwent minor changes, with only color changes for the 1994 model (WR) and suspension and detail improvements for the 1995 model (WS), while retaining the basic design.’In the 1995 model, the front fork diameter was increased from 41mm to 43mm (to increase rigidity), the swingarm was changed to a reinforced racer style, and the ignition system and cam profiles were revised to regain more mid- to low-speed torque.The front cowl opening was narrowed to reduce the frontal projected area, and the twin headlights were replaced with an integrated dual-light unit, among other aerodynamic and design modifications.The 1996 (WT), 1997 (WV), and 1998 (WW) models were basically the same as the 1996 (WT), 1997 (WV), and 1998 (WW) models, with only the coloring changed.1998 was the final model of the GSX-R1100, and the long-running “GSX-R 1100cc model” came to an end with this year.
There are two de facto successors to the GSX-R1100.One is the GSX1300R Hayabusa, or GSX1300R Hayabusa.The Hayabusa was introduced in 1999 and boasted the world’s fastest specifications at the time, with a maximum output of 175 PS from its 1298 cc engine and a measured top speed of over 300 km/h. It became Suzuki’s new flagship model, replacing the GSX-R1100.The spirit of the GSX-R1100 was inherited by its successors,The spirit of the GSX-R1100 has been passed on to its successors and continues to evolve right up to the latest model.
Engine Specs and Distinctive Technologies
The biggest thing that set the GSX-R1100 apart from other machines was its engine technology.The oil-cooled engine used from the initial model to the second generation (~1992) is famous as Suzuki’s unique advanced technology.This system is called SACS (Suzuki Advanced Cooling System), and while the basic structure is an air-cooled engine, it actively utilizes engine oil as a cooling medium.Specifically, oil is injected into the engine (cylinder head, etc.) to absorb heat, and the cooled oil is circulated through a large oil cooler to enhance the cooling effect.Compared to water-cooled engines, the GSX-R1100 has a simpler structure and requires no pumps, resulting in a lighter weight and less power loss, contributing greatly to its higher output and lighter weight.In fact, when the GSX-R1100 was developed, Suzuki already had the technology to produce a water-cooled engine, but chose to use oil cooling in order to reduce the weight of the chassis.This decision paid off, and the GSX-R1100 achieved a power-to-weight ratio that surpassed that of its rivals at the same time.
The combustion technology inside the engine included Suzuki’s traditional Twin Swirl Combustion Chamber (TSCC), a design concept that uses a combustion chamber shape in the cylinder head to generate two swirls in the air mixture for efficient combustion.TSCC is a design concept that generates two swirls in the cylinder head to achieve efficient combustion.The GSX-R1100’s DOHC 4-valve head also incorporates this technology, contributing to high output at high rpm and smooth throttle response.Oil jets are also injected into the top of the piston for cooling, ensuring reliability even under hard driving.
The carburetor has changed over the years, but in the last oil-cooled model, a large-diameter BST40 carburetor (40 mm bore, 36 mm bore for North American specifications) was adopted.This improved intake efficiency, and the full-power version produced around 145 horsepower (full-power value for the 1991 M model for Europe).On the other hand, liquid-cooled models from 1993 onward were equipped with a carburetor for fuel supply, but with even higher output.The introduction of the ram air pressurization system (SRAD) and the evolution of electronic control took off with the successor Hayabusa and GSX-R1000, but the GSX-R1100 was the last generation of the carburetor era, and there was a great deal of room for tuning, so many users enjoyed further performance improvements by changing external mufflers and carbs.
In terms of riding performance, the GSX-R1100’s character changed over the years.The early models (86-88) had very nimble handling and were fun to ride on Japanese mountain passes.The aluminum double-cradle frame and 18-inch wheels gave it a ride similar to the old air-cooled large vehicles (Katana and Z series), and it was appreciated for its relaxed and easy feeling despite being a racer replica.It is said that the early oil-cooled models were fun to ride even today, as they were well balanced to meet the expectations of riders of the time who wanted to ride light, powerful, and fluttering.
The second generation (89-92), as mentioned above, had more high-speed stability and became larger and more oriented toward straight line stability.It was described by a magazine as “a bit tough in corners, but incomparably stable at high speeds,” and was a machine that showed its true value in a world close to the 300 km/h challenge that was popular at the time.In fact, in the early 1990s, the GSX-R1100, along with its rival ZZ-R1100, was one of the two most popular mega-sport/mega-tourer models.However, because the earlier model was superior in low-speed maneuvering and lightness in cornering, there was a strong feeling that the earlier model was more fun for users who focused on city riding and mountain pass fun.This is the price to pay for the reinforced frame rigidity, and while it is less prone to distortion in extreme conditions, it can be said that agility has been sacrificed due to the increased weight.In other words, a segregation was created, with the early model = lightweight sports and the second generation = high-power sports tourer.
The third generation (after water-cooling) has reached the stage of perfection as a more mature monster sports tourer, with a massive output of 155 PS and a vehicle weight of 230 kg, giving it truly “monstrous” acceleration and stability.British Motorcycle magazine reported that the 1995 GSX-R1100W reached a top speed of 285 km/h in a test, and its high-speed performance was already more suited to long-distance high-speed touring than to racing.In fact, the ’95 and later models have been rated as “easy to handle and well-balanced monster speed bikes” with good fuel economy (over 16 km/liter at cruising speed) and improved suspension and position.This is no longer a direct racer machine like the first-generation GSX-R750, but rather a super sports tourer that has been matured with Suzuki’s accumulated technology.
Comparison with rival models of the time and position
From the late 1980s to the 1990s, when the GSX-R1100 was introduced, manufacturers were also busy developing large sportbikes.Honda, Yamaha, and Kawasaki each introduced unique liter-class (or larger) machines, and the GSX-R1100 established its own position among them.
The FZR1000, introduced by Yamaha in 1987, was a strong rival, equipped with a liquid-cooled 1002cc engine with a 5-valve head and torque enhanced by EXUP valves in later years.Although heavier than the GSX-R1100, it was popular for its high peak power and Yamaha-like handling.Honda also initially introduced the CBR1000F (known as the “Hurricane”), which was more of a sports tourer with a cowl and had a different character from a pure racer replica.In 1992, however, Honda released the CBR900RR (Fireblade), a shockingly lightweight machine that turned the liter-class conventional wisdom on its head.It had a major impact on the large-size sports bike market at the time.Magazines compared the Fireblade to the GSX-R1100 and other existing 1,000cc machines, and commented that “the power-to-weight ratio is more important than power anymore.As a result of this trend, conventional big bikes, including the GSX-R1100, came to be criticized as “big and heavy” in comparison.Although Suzuki continued to improve the GSX-R1100 year after year and matured it as a sports tourer, the pure sports world shifted to an era in which lightness and agility were more important than displacement.
Meanwhile, Kawasaki’s moves should not be overlooked: in the mid-1980s, the company introduced the GPZ900R (Ninja), an unprecedented hit that earned it the title of “world’s fastest production car.The two were often compared.Kawasaki introduced the GPZ1000RX in 1988, followed by the ZX-10 (1989), and in 1990 the ZZ-R1100 (ZX-11 in North America), a monster machine with a maximum output of 147 PS and a top speed rumored to be in the 300 km/h range.The ZZ-R1100 was a strong rival to the GSX-R1100 in the top speed competition.The ZZ-R1100 was more of a high-speed, straight-line machine, while the GSX-R1100 was an all-rounder with cornering performance.The media was excited by the idea of both competing for the “fastest on public roads.
In the late 1990s, new competitors also appeared, such as the Honda CBR1100XX Super Blackbird (1996) and the Yamaha YZF1000R Thunder Ace (1996).However, the GSX-R1100 was discontinued before then, so direct competition can be considered to have lasted until around 1995.In general, the GSX-R1100’s position was “a unique large sport bike with a racing pedigree and a tourer element.Despite its racy appearance, the GSX-R1100 was able to handle long tours without difficulty, a feature not found in other models, and the reason it was loved by many riders, not just Suzuki enthusiasts.
Popularity and reputation in the modern age – Value as a neo-classic
Even after more than a quarter of a century has passed since its discontinuation, the GSX-R1100 still boasts strong popularity as a leading neo-classic motorcycle.In particular, the early models with oil-cooled engines (GU74A to GV73A models from the 1980s) are treated as collectors’ items, and have established a high reputation as “masterpieces of oil-cooled mechanisms.In fact, the early oil-cooled models are still priced at a high level in the used car market, and original cars in good condition sometimes fetch a premium.The GSX-R1100 is also an indispensable part of the story of Suzuki’s classic models of the past, and its historical value is being reaffirmed through frequent features in magazines and online media.For example, Yoshimura, a long-established tuner, says, “The oil-cooled GSX-R is an important part of my life because it helped me grow up as a Yoshimura fan.
Its appeal as a neo-classic is not merely nostalgic.The GSX-R1100’s greatness lies in the fact that it has performance that is acceptable from a modern perspective.As mentioned above, the early model is lightweight and well-balanced, and with proper maintenance and the introduction of modern parts, it can be enjoyed on today’s mountain passes.Restomods that update the engine and suspension to the latest specs are also very popular, and some users have even made their machines “old but fast” by replacing the carburetor with a modern one and using the same suspension and wheels.On the other hand, the last-generation water-cooled models are popular as sports tourers that recall those days, as their specifications are comparable to those of the stock models.In particular, the improved models from 1995 onward are easy to handle and are highly regarded as “the liter bikes of yesteryear that can be used on a daily basis.Thus, the GSX-R1100 is a rare model that combines vintage flavor and practical performance at a high level, making it an attractive machine for neo-classic motorcycle enthusiasts.
Manufacturers and parts suppliers are also re-evaluating the GSX-R1100, and in 2024 the aforementioned Yoshimura took the lead in announcing a project to reissue genuine compatible parts for the oil-cooled GSX-R.This project was launched as an opportunity for Yoshimura to give back in response to the situation where “some owners have been forced to give up their vehicles due to soaring prices of genuine parts and difficulties in obtaining them.Yoshimura plans to start with parts for early model vehicles (750s from ’85 to ’87, and 1100s from ’86 to ’88), and has received reassuring comments from Suzuki headquarters that they will “cooperate as much as possible” in cooperation with the company.Suzuki has also commented that they will “cooperate as much as possible” in cooperation with Suzuki headquarters.The fact that the GSX-R1100 is now being supported directly by the manufacturer shows that the GSX-R1100 is not just an old bike, but is recognized as a classic with cultural value.
In general, the GSX-R1100’s reputation today is that of a “legendary sports bike with a rare masterpiece.Even among the younger generation who did not know the GSX-R1100 when it was new, its name is mentioned as “an old bike that I would like to ride at least once,” and its appearance and mechanism have a unique brilliance.The GSX-R1100 will continue to attract many riders in the future, thanks to the neo-classic boom.
Distribution status in the used market and points to consider when purchasing
The price range for GSX-R1100s in the used market varies depending on the age and condition, but there is always a certain amount of GSX-R1100s in circulation.On specialized used information websites, the selling prices are generally distributed in a wide range from 600,000 yen to over 2,000,000 yen.Relatively affordable vehicles can be found for less than 1,000,000 yen, but many of them have high mileage or have been customized.On the other hand, there are some early models that are fully stock and in good condition, or vehicles in limited or rare colors that are priced close to 2,000,000 yen.In particular, the “oil-cooled last model” 1992 and “early model” 1986-87 tend to be popular due to collector demand.This is because the former is regarded as the perfection of the oil-cooled engine, and the latter as the historical value of the original.
The following are a few points to keep in mind when making a purchase.
- Body and frame condition: As is the fate of older aluminum frame vehicles, check for distortion or cracks due to past falls or age-related deterioration.Early models in particular are said to have low frame rigidity and are prone to distortion when pushed too hard.Visually inspect and measure the stem area and swingarm pivot to make sure it runs straight.
- History of engine oil management: Oil management is vital for oil-cooled engines.Failure to perform regular oil changes directly leads to reduced cooling performance and internal wear.Before purchasing, check the oil change history and the presence or absence of abnormal noise or white smoke inside the engine, and if necessary, take compression measurements.
- Soundness of electrical system and wiring: Since the bike is over 30 years old, it is prone to electrical problems such as deteriorated wiring, corroded connectors, and defective regulators.It was said that poor charging was a chronic disease of Suzuki vehicles at the time.Check the battery voltage and charging system, and do not neglect to check the operation of each lamp and switch.
- Worn parts and suspension condition: Brakes and suspension should be checked for wear and sagging.In particular, the rear suspension links are recommended to be re-plated or replaced with new ones during restoration.Fork oil leaks, worn brake discs, and cracked hoses should also be checked carefully.
- Originality and customization: Depending on the purpose of purchase, it is important to keep in mind that if future value and reliability are important, the bike should be as close to stock as possible.On the other hand, if practical use is important, you may choose a vehicle that has already been tuned, such as with a reinforced suspension or FCR carburetor.However, depending on the modifications, there is a risk of non-compliance with vehicle inspections or poor settings, so be sure to check the details thoroughly.If the car is equipped with valuable parts from that time, it is a good chance to buy it.Body parts such as wheels and steps are especially difficult to obtain.
As mentioned above, when purchasing a used GSX-R1100, it is important to choose one that is more condition-conscious than other old vehicles.The ideal approach is to obtain a vehicle in the best condition possible and to allocate the budget for maintenance and tuning, based on the previous owner’s maintenance records, store evaluations, and other factors.In some cases, more restoration work than expected may be required after purchase, especially since many of the vehicles have high mileage.It is also wise to have a specialized store check the vehicle before you buy it.
Current status of maintenance and parts supply
When it comes to an out-of-print GSX-R1100, maintainability and parts supply are two factors that cannot be ignored when maintaining a GSX-R1100.As with other old cars, replacement of aging parts and overhaul work are inevitable, but fortunately the GSX-R1100 is considered to be a “hard-to-break” bike, with a robust and durable engine.Some say that unless the engine is properly oiled and over-tuned, it will not have many fatal failures, and if you keep up with basic maintenance, it will have a long life.However, some parts, such as tuning of carburetors and maintenance of old ignition systems, require more time and effort than modern FI cars, so it is recommended to maintain them while consulting with a store that has expertise in old car maintenance.
As for the supply of parts, the situation is getting tougher every year.After several decades since its launch, many of Suzuki’s genuine parts have already been discontinued.In particular, it is difficult to obtain exterior cowls, electrical parts, and small rubber and resin parts, and it is not unusual to find used or dead stock parts at auctions or overseas websites.Some internal engine parts can be used for common engines (such as the successor oil-cooled Bandit 1200 system), but there are very few genuine new parts in stock.Most carburetor insulators are not available.Some users say, “Since parts are expensive and hard to find, we are going ahead with the restoration by replacing brakes and suspension with external parts.In fact, many are replacing brake masters and calipers with current products and upgrading suspension to Ohlins to solve parts problems.
Under such circumstances, the aforementioned Yoshimura’s project to reissue oil-cooled GSX-R parts is a great hope. The company plans to release parts for the early models (1986-1988) in order, which will be a strong ally of GSX-R owners in the future.In addition, M-tech, a store specializing in oil-cooled parts, has been active in the aftermarket, manufacturing replacement parts such as electrical components and cables on their own.There are many external parts and consumables for the GSX-R1100, and a wide variety is available, from tires and chains to mufflers, exterior cowl reproductions, and engine strengthening parts. The community is also very active, with many owners exchanging information on SNS and blogs, so it is a good idea to utilize such networks when you need help.
In terms of daily maintenance, it goes without saying that the basics such as oil changes and chain adjustments should be performed, but periodic inspections of the engine interior should also be considered.In particular, vehicles equipped with oil-cooled engines need to pay attention to clogged or deteriorated oil lines. If you have acquired a vehicle that has not been operated for a long period of time, it is a good idea to flush the oil cooler and piping.Carburetors also have wear and sludge buildup from years of use, so refreshing them with an overhaul kit is recommended.Fortunately, carburetor O-rings, float valves, etc. are now being supplied from outside the company as mentioned above.As for the suspension, consider rebuilding or replacing the damper with a new one as soon as possible if you feel the damper is worn out.Since the rear suspension cannot be disassembled for maintenance in some cases, many users replace it with a new one from an external supplier.
In summary, the GSX-R1100 requires a certain amount of effort and cost to maintain, but this is more than compensated for by the joy of owning and riding it.With the increasing support from manufacturers and volunteers, the GSX-R1100 will be with you for many years to come if you take the time and effort to take good care of it.The GSX-R1100 will continue to be maintained by many motorcycle enthusiasts and will be a great bike to ride on the road for many years to come.GSX-R1100 will continue to be maintained by many motorcycle enthusiasts and will remain on the road.
Main year-on-year
| Year | 1986 | 1989 | 1991 | 1993 | 1995 |
|---|---|---|---|---|---|
| Model | GSX-R1100G | GSX-R1100K | GSX-R1100M | GSX-R1100WP | GSX-R1100WS |
| Type | GU74A | GV73A | ← | GU75A | ← |
| Displacement | 1052.5cc | 1127.7cc | ← | 1074.5cc | ← |
| Bore x Stroke | 76.0×58.0mm | 78.0×59.0mm | ← | 75.5×60.0mm | ← |
| Maximum Power | 130ps/9500rpm | 143ps/9500rpm | 145ps/10000rpm | 155ps/10000rpm | ← |
| Maximum Torque | 10.5kg-m/8500rpm | 11.9kg-m/7250rpm | 11.6kg-m/7500rpm | 11.7kg-m/9000rpm | ← |
| Compression Ratio | 9.7:1 | 10.0:1 | ← | 11.2:1 | ← |
| Carburetor | BST34SS | BST36SS | BST40SS | BST40 | ← |
| Length / Width / Height | 2115/745/1215mm | 2050/760/1135mm | 2085/755/1150mm | 2130/755/1190mm | ← |
| Wheelbase / Seat Height | 1460/810mm | 1440/815mm | 1465/810mm | 1485/815mm | ← |
| Caster / Trail | 26.5°/116mm | 24.8°/99mm | 24°/92mm | 24.8°/99mm | 24.8°/100mm |
| Dry Weight | 197kg | 210kg | 226kg | 231kg | 221kg |
| Fuel Tank / Oil Capacity | 19ℓ/4.7ℓ | 21ℓ/5.1ℓ | 22ℓ/5.1ℓ | 21ℓ/3.9ℓ | ← |
| Wheels F/R | 2.75×18/4.00×18 | 3.50×17/4.50×17 | 3.50×17/5.50×17 | ← | ← |
| Tire Size | F:110/80VR18 | F:120/70ZR17 | ← | ← | ← |
| R:150/70VR18 | R:160/60ZR17 | R:180/55ZR17 | ← | ← | |
| Front Fork | φ41mm Conventional + NEAS | φ43mm Conventional | φ43mm Upside-down | ← | ← |
| Front Brake | Opposed 4-Piston | Opposed Differential-Bore 4-Piston | ← | Opposed 6-Piston | ← |
| φ310mm Disc | ← | ← | ← | ← | |
| Rear Brake | Opposed 2-Piston | ← | ← | ← | ← |
| φ220mm Disc | φ240mm Disc | ← | ← | ← |
(Ref: 750)
| Year | 1985 | 1986 | 1988 | 1989 | 1992 |
|---|---|---|---|---|---|
| Model | GSX750R | GSX750RR | GSX-R750J | GSX-R750RK | GSX-R750WN |
| Type | GR71F | GR71G | GR77C | GR79C | GR7BC |
| Displacement | 749.7cc | ← | 748.3cc | 749.7cc | ← |
| Bore x Stroke | 70.0×48.7mm | ← | 73.0×44.7mm | 70.0×48.7mm | ← |
| Maximum Power | 100ps/11000rpm | N.A. | 112ps/11000rpm | 120ps/11000rpm | 118ps/11500rpm |
| (Domestic Specifications) | (77ps/9500rpm) | ← | ← | ← | ← |
| Maximum Torque | 6.8kg-m/10000rpm | N.A. | N.A. | 8.3kg-m/9500rpm | 8.0kg-m/9500rpm |
| (Domestic Specifications) | (6.4kg-m/8000rpm) | ← | (6.8kg-m/7000rpm) | ← | ← |
| Compression Ratio | 11.0:1 | ← | 10.9:1 | ← | 11.8:1 |
| Carburetor | VM29 | ← | BST36 | BST40 | BST38SS |
| Length / Width / Height | 2110/745/1205mm | 2120/745/1215mm | 2055/730/1100mm | 2070/730/1110mm | 2070/730/1135mm |
| Wheelbase / Seat Height | 1430/765mm | 1455/770mm | 1400/785mm | 1405/785mm | 1440/780mm |
| Caster / Trail | 26°/107mm | ← | 24.8°/99mm | 24.8°/102mm | 25.5°/98mm |
| Dry Weight | 179kg | 181kg | 195kg | 187kg | 208kg |
| Fuel Tank / Oil Capacity | 19ℓ/5.0ℓ | 19ℓ/4.8ℓ | 21ℓ/5.8ℓ | 19ℓ/5.2ℓ | 20ℓ/3.9ℓ |
| Wheels F/R | 2.50-18/3.50-18 | 2.75-18/4.00-18 | 3.50-17/4.50-17 | 3.50-17/5.50-17 | ← |
| Tire Size | F:110/80-18 | F:110/80R18 | F:120/70R17 | F:130/60R17 | F:120/70ZR17 |
| R:140/70-18 | R:150/70R18 | R:160/60R17 | R:170/60R17 | R:170/60ZR17 | |
| Front Fork | φ41mm Conventional + PDF | φ41mm Conventional + NEAS | φ43mm Conventional | ← | φ41mm Upside-down |
| Front Brake | Opposed 4-Piston | ← | Opposed Differential-Bore 4-Piston | ← | ← |
| φ300mm Disc | φ310mm Disc | ← | ← | ← | |
| Rear Brake | Opposed 2-Piston | ← | ← | ← | ← |
| φ220mm Disc | ← | φ240mm Disc | ← | ← |
We own a GSX-R1100 as a research and development vehicle and are happy to discuss the detailed specifications and tuning of each model.Please feel free to contact us for the latest used market prices.We will be happy to suggest a vehicle that meets your tastes and budget.