Suzuki

SUZUKI

NEW FOR '91

SETTING NEW STANDARDS

HOW VERY FITTING. 1991 IS shaping up to be the year that the manufacturers rediscover standard-style motorcycles, and Suzuki is right in the forefront of the movement.

To many riders, the ultimate example of the genre that came to be known as the Universal Japanese Motorcycle was the Suzuki GS series. Those bikes, in 750, 850, 1000, 1100 and finally ll50cc capacities, with air-cooled, inline-four-cylinder engines, rangy, comfortable seats and upright riding positions, typified the breed, but were dropped from the lineup in the mid 1980s as the UJM was bypassed in favor of sportier designs.

Well, for l 991, the big GS is back, refined, revitalized and called the GSX l 100G. Joining the l 100 is the Bandit 400, a sporty standard previously sold in Japan only, which along with the carryover GS500 and VX800, gives Suzuki a four-bike standard-style model range.

The GSX1100G pays homage to the GS models of the past with a plush seat and rational riding position. Styling also is derivative of the last of the GS series, the 1985model GS 1 1 50E-as was last year’s VX800—though there is a flatter, more modern look to the new 1 100. Also up to modern specifications are the single-shock rear suspension, large, triple disc brakes and an air-

and-oil-cooled inline-Four powerplant derived from the GSX-R/ Katana sportbike line, but rigged for more sedate standard use with shaft drive and a vibration-reducing counterbalancer. Word is that detachable hard luggage and a frame-mounted fairing will be on the options list for those who want to tailor a downscale touring bike out of the GSX 1 100.

The Bandit 400 is a motorcycle that we enthused over earlier this year in a riding impression (see “The

Shape of Suzukis to Come,” Of, January, 1990). At the time, we called the bike a “thoroughly modern” standard by virtue of its snappy styling, up-to-date suspension and liquid-cooled, 16-valve engine. That engine is on prominent display, too, ringed by an interesting, red-painted, round-steel frame. We suggested then that Suzuki uprate the engine to 600 or even 750cc status, but cost considerations, as well as not wanting to compete directly with the VX800 Twin, have kept the Bandit a 400. Whether it can win an audience w here Honda’s 400cc CB-1 didn't remains to be seen.

One thing is clear, though. If any of Suzuki’s new standards fail, it won't be for lack of trying. S