Gsx1993 Suzuki R1100

GSX1993 SUZUKI R1100

CYCLE WORLD TEST

BETTER MANNERS, SAME BANG, MORE BUCKS

TUCKED IN AT 140 MPH, SHRIEKING DOWN Road Atlanta’s frighteningly fast back straight, you’d be hard-pressed to notice much of a difference. The sensations you expect from a Suzuki GSX-R 1100-rock-like stability and

Lord-have-mercy speed-are there in force.

Grab the brakes, snap off a few downshifts, flick the bike into a fast right-hander, and small differences emerge. You notice a bit more steering precision than before, and there is more crispness and feel at the front-brake lever.

In fact, the 1993 GSX-R1 100 is all-new, even if at quick glance it strongly resembles the 1988-92 second-generation GSX-Rs. Closer inspection reveals far more than new graphics for 1993-namely, a reshaped body, a redesigned frame and a major engine overhaul that adds liquid-cooling and a redesigned valvetrain to the specifications list.

Clearly, though, this latest GSX-R1100 is evolutionary rather than revolutionary, an approach that has garnered Suzuki unprecedented sportbike success since its first-generation GSX-Rs hit American showrooms in early 1986. To depart radically from that pattern, to build a sportbike that differed dramatically from the proven GSX-R mold, could be a mistake of massive proportion, and Suzuki knows it. “Rather than design a machine from scratch, our goal was to amplify the GSX-R1100’s best features and make it an even better motorcycle,” said a company spokesman at the 1100’s press introduction.

To that end, Suzuki designed an all-new liquid-cooled engine for the GSX-R’s engine bay. With its charcoal gray color and closely pitched finning, it looks much like last year’s engine, only smaller, more compact. And it is. Narrower than the ’92 1100 engine by more than 2 inches, the new longer-stroke, smaller-bore, 1074cc powerplant is just six-tenths of an inch taller-and no wider-than the similarly new, 1993 GSX-R750 engine. This reduced size results in large part from a narrower included valve angle (from 40 to 32 degrees), direct, shim-under-bucket valve actuation (with 7500-mile adjustment intervals), reduced cylinder pitch (due to the 2.5mm smaller bore) and a repositioned starter clutch assembly.

The engine’s more compact stature allowed Suzuki engineers to position it eight-tenths of an inch lower in the chassis, thus lowering the bike’s center of gravity, with no loss of cornering clearance.

In addition to compactness, Suzuki’s GSX-R1100 update plan called for elevated power output. Engineers designed the new motor with a higher compression ratio (11.2:1 vs. 10.0:1), larger intake and exhaust valves (by 2.5mm and 2mm, respectively), lighter pistons and connecting rods, and reshaped, higher-velocity intake and exhaust ports.

Like the new 600/750cc GSX-R engines, the 1100 motor utilizes liquid-cooling in addition to the oil-jet cooling system first seen on Suzuki’s original GSX-R engines. Suzuki says the new system offers three times the cooling ability of the previous air-and-oil-cooled set-up, and should offer improved engine longevity, as well as higher tuning potential, something race teams will find appealing.

Despite Suzuki’s hot-rodding, though, our 1993 GSXR1100 testbike was no more powerful than the air-and-oilcooled 1992 model. Due to deadline constraints, we did our street riding and performance testing in Georgia in conjunction with the bike’s Road Atlanta track intro, and on a dynamometer of the exact design and make as the dyno Cycle World utilizes in Southern California, the new 1100 made 124 rear-wheel horsepower at 9750 rpm, the exact amount produced by our 1992 testbike.

Dragstrip testing showed similar results. At Atlanta Dragway, a top-level NHRA facility located a stone’s throw from Road Atlanta, the GSX-R made a best run of 10.90 seconds at 126.86 mph. That’s identical to the ET turned in by our ’92 testbike-recorded at Carlsbad Raceway, our usual test venue-though 4 mph slower in terminal speed.

Torque hasn’t been increased, either. Both old and new engines pump out foot-pound readings in the mid-70s. And despite a nearequal top gear ratio, the 1993 bike took three-tenths of a second longer to accelerate from 60-80 mph in top gear. Our testbike displayed less-than-perfect off-idle carburetion, which might have played a part in the bike’s somewhat disappointing roll-on showing, and allowances need to be made when comparing numbers taken from different tracks and different dynos on different days.

But it’s safe to say that in stock form; the 1993 GSX-R 1 100 is not going to outpower its predecessor.

Unfortunately, we weren’t able to record top-speed numbers for the GSX-R due to the tight confines of Atlanta’s suburbs. Last year’s bike went 159 mph, and with improved aerodynamics, the ’93 will probably break into the 160s, though it is clearly no threat to Kawasaki’s ZX-11 speed king,

which in 1993 will be rapping heavily on 180 mph’s front door. To find out just how strong the new Suzuki really is on top, we’ll have to wait until we get it back to our usual performance test site in the Mojave Desert.

Out in the real world, away from the number-intensive atmosphere of the dragstrip, the big GSX-R engine displays excellent manners; it starts quickly with little coldbloodedness, and settles into a mellow idle within a minute or two. Around town, the engine is a docile partner, and offers the rider a plentiful supply of smooth, torquey, lowvibration power. The five-speed gearbox shifts smoothly and positively, and clutch action is light and progressive. At freeway speeds, the bike is comfortably smooth; only at higher revs does vibration leak into the bars and pegs to become bothersome.

Turn up the heat and the GSX-R responds instantly, with forceful acceleration that begins as low as 4000 rpm and builds in linear fashion right to the bike’s 1 1,500-rpm redline. The 8500-rpm burst of last year’s model is missing in the ’93’s repertoire, a character trait that makes the new GSX-R deceivingly fast.

Surrounding the new engine is a redesigned, all-aluminum frame and swingarm assembly. With its L-shaped main spars and dual downtubes, the new frame is similar to previous GSX-R frames, though Suzuki says it is both lighter and more torsionally rigid. The aluminum swingarm also is new, with a curved right-side arm similar to those fitted to the smaller-displacement GSX-Rs. The design offers increased rigidity and allows the muffler to be mounted closer to the frame for improved cornering clearance.

Compared to the '92 model, the new bike has slightly different geometry that quickens the steering without sacrificing stability. Wheelbase has grown almost a full inch and trail has been increased three-tenths of an inch, but rake-at 24.8 degrees-is a full degree steeper. The rest of the rolling chassis-multi-adjustable inverted fork and single rear shock, three-spoke wheels fitted with Dunlop D202 radiais—returns basically unchanged for 1993.

Are there noticeable handling differences between the new and old bikes?

The answer is yes, and though the differences are relatively minor, they’re apparent on super-fast backroads and on the racetrack, where triple-digit speeds and high-velocity cornering are the rule. Despite the fact that the new GSX-R is 5 pounds heavier than the 1992 model, back-toback rides aboard both bikes showed that the new machine actually feels lighter, no doubt due to the stiffer chassis and reworked geometry. The ’93 model steers with a higher degree of precision than the ’92, and offers a more confidence-inspiring feel at speed.

Quality suspension helps. For good ride quality, the GSX-R’s components are sprung rather softly, yet were damped well enough and offered enough adjustability to handle Road Atlanta’s nasty ripples and bumps with aplomb. Cornering clearance is abundant, too; even our fastest rider wasn’t distracted by dragging undercarriage parts during full-bore racetrack laps.

The new GSX-R displayed superb braking manners, especially on the racetrack, where brakes get a maximum workout. The new machine utilizes a pair of six-piston calipers up front-the first production motorcycle in history to do so-with perhaps the best feel of any streetbike brake system to date. Powerful yet easy to modulate, the six-potters let you stop hard with plenty of feedback.

Off the track and on the street, the ride is compliant and comfortable, and combined with the bike’s smooth engine and relatively tame ergonomics (its clip-ons are higher and its footpeg-to-seat measurement is greater than the smaller GSX-Rs’) a full day of sport-touring is not at all out of the question. In fact, with its supple suspension, less-cramped seating position and newly shaped bodywork, which seems to offer a bit more wind and weather protection than in the past, the GSX-R is the most comfortable machine in the big-bore repli-race class.

So, has Suzuki built a better Open-class GSX-R? Well, yes and no. The chassis is better, and the liquid-cooled engine-though no more powerful than before-is clearly a step forward in terms of longevity and speed-tuning potential.

The downsides are slightly higher weight than in ’92, added complexity for the average consumer, and perhaps most importantly, a $700 higher price tag, a jump that puts the GSX-R l 100last year’s class bargain-right up there with its eight-grand-plus competition. But when you consider the reputation GSX-Rs have built for themselves since 1986, and their loyal following among hard-core sportbike fans, there’s every reason to believe that Suzuki’s all-new GSX-R l 100 will be a winner, on the track and off.

SUZUKI

GSX-RHOO

$8199