Suzuki GS1100G has best 1980s engineering

Press, 25 November 1982, Page 26

Suzuki GS1100G has best 1980s engineering

(By PETER BRITTENDEN) It may look slightly antiquated but the 1982 Suzuki GSIIOOG offers all the best of 1980 s engineering. Cosmetically, the 1100 looks similar to the earlier models of the GS range but shaft drive, adjustable suspension, superb comfort and excellent handling ensure the 1100 G takes its place alongside all the best machinery the Japanese factories have to offer.

The surprising thing is that this Suzuki is aimed at the touring bike market but, in terms of performance, is only marginally slower than 1100 s of a .more sporting nature.

In fact, it would be safe to say that if an intending buyer of an 1100 cu cm road bike did not want to race his/her machine, then the shaft-driven G Model would be just as suitable for town and country work as the E or Katana Model Suzukis. The 1100 G uses a motor of similar bore and stroke measurements to the other Suzukis but has an eight(instead of 16-) valve head. This motor is extremely tractable. Although virtually brand new when tested, it pulled comfortably from 200 rpm in any gear and, with only a slight amount of snatch, took off from a traffic light in third gear. The available power is amazingly widely spread and this, above all things, makes the 1100 G a real pleasure to ride on the road.

Not only is the power well spread but it is all useable. Crack open the throttle, and

the 1100 G does not head for the moon - just down the road at a pace which would scare the pants off many motorcyclists. Augmenting the engine is a firm and very precise fivefit could have easily been four-) speed gearbox. Often, using the box on a Japanese bike is like stirring porridge but on this Suzuki, gear selection was a pleasure.

The type of suspension offered is relatively ordinary — by 1982 standards. The forks are not airassisted but have four settings for spring pre-load. The twin rear shock absorbers have five spring preload positions and four alternative settings for damping. The handling of the GS was another attractive feature. It was very stable, except when road conditions became very rough, and this stability, combined with a generous amount of ground clearance, made cornering safe fun.

The 1100 must be very highly rated in the comfort stakes. The seat, long enough for (nearly) three adults, was wide, thick and very comfortable. ,

. The sitting position was not ideal in that the rising handlebars forced a “sit up and beg” type of riding position. One, I must add, which appeals to many riders. In the brakes department, the GS was well catered for. Double disc up front, and a single disc on the rear wheel provided plenty of stopping power.

An evening trip to Waipara revealeld some interesting factors. The headlight is superb, the riding position very comfortable (for that distance anyway) and the economy reasonable (about 15.9 km per litre). Over all, the Suzuki GSIIOOG impressed as a fast (about 12 seconds for the standing 400 metres), safe and comfortable machine, equally at home in the city and open road. The test machine, provided by Doug Cresswell Suzuki, Tuam Street, sells /or $6695. Specifications: engine, transverse, four cylinder, double overhead camshaft; capacity 1074 cu. cm; compression ratio, 8.8:1; bore and stroke, 72mm by 66mm; carburettion, ~ 34mm constant velocity Mikuni; starting, electric; ignition, magnetically triggered; gearbox, five-speed, constant mesh; clutch, wet, multi-plate; front suspension, coil spring with four pre-load settings; rear suspension,- shock absorbers with five pre-load and four damping adjustments; brakes, twin discs front, single disc at rear; dry weight, 247 kg; seat height, 80cm;. wheelbase, 151 cm; ground clearance, 17cm.