So watch out–this bike is easy to get into trouble with, except in first gear: Suzuki has an ignition-retard circuit that, obviously, retards the ignition in low gear (it’s a red-and-black wire located under the seat). Similarly, there are no surprises in the power delivery, other than that it makes gobs of horsepower, everywhere. And carburetion is flawless from idle to redline. The motor’s been re-tuned for 1995 to churn out 10 percent more midrange, a good thing for any street bike, even if it is over-powered to begin with. Need to squirt past some traffic in top gear on a busy rural highway while riding two-up with a trailer? No problem on the GSXR1100. Overall, Suzuki claims 5 percent greater torsional (twisting) rigidity without a weight increase.īut if you sit around complaining about the GSXR1100’s minor handling problems and portliness, you’re surely missing the point! The chassis and tires on this machine are merely instruments to connect the 1074cc mill to the pavement, no more, no less. Additionally, the right side of the swingarm is now extruded (forcing metal, usually in the presence of elevated temperatures, through an aperture of the desired shape) rather than pressed (stamping sheet metal into form), resulting – theoretically, at least – in greater rigidity. The swingarm, too, has been beefed up, and now features a racer-like “bridged” brace welded on top. The upper rails are also improved, and in a further effort to improve rigidity, the brackets now bolt the cylinder head directly to the upper frame tube. This year, Suzuki beefed up the frame in the steering-head area, reducing – but not eliminating – this tendency. No worries though, as these weaves are only significant enough to scare the rider, and won’t throw you as long as you don’t panic. One caveat about the GSXR’s suspension: The factory-recommended rebound settings are too slow, meaning the bike has a tendency to “pack” under braking, and therefore, to wobble over bumps.Īnd these rebound settings compound a perennial flaw in GSXRs: When honking along at racetrack-like speeds, Suzuki’s GSXR line gets into slight, low-frequency wobbles when hard on the brakes – most likely from chassis flex. Expect to never drag parts on a properly set-up GSXR1100, at least not on the street.
Still, it’s not for the meek – although we could see going coast-to-coast on a stock GSXR1100, we’d count on taking plenty of stops to stretch and relax aching body parts.Īnd the GSXR1100 sacrifices nothing for this relatively sedate riding position – ground clearance is more than abundant. If you cough up the $9549 (American dollars) suggested retail price for a 1995, you get 493 pounds of motorcycle – replete with an awe-inspiring 1074cc, four-valve-per cylinder powerplant – that is surprisingly comfortable: With bars mounted above the triple clamps, low-mounted foot pegs, and multi-adjustable suspension at both ends, this big Suzuki is surprisingly tour-worthy. This year, thankfully, the GSXR1100 got put on a fast. The GSXR600 underwent the most drastic cutback – it withered away completely! The GSXR750 was run through the weight-reduction mill last year, dropping 24 pounds in the process.
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