1986 GSXR 1100


The Suzuki GSX-R 1100 appeared in 1986 and changed the sports-class forever. Here follows some information
from the -86 catalog and magazines.

GSXR1100 original
Click on image for full size.		 The years most exciting bike! GSX-R1100 follows the GSX-R750 but is of course both stronger and more powerful even though they have identical size. The weight stops at amazing 434pounds(197kg), which is lower then all the Japanese competitors sport 750īs. GSX-R1100 is the most extreme in the sport/racing trend and proves Suzukiīs world lead in "High Technology and High Performance". The engine is compared with the legendary GSX1100-engine 30pounds(14kg) lighter and 2,8"(72mm) thinner. Of course has the new engine SACS (Suzuki Advanced Cooling System) and the new TSCC (Twin Swirl Combustion chamber) four valve system. The 1100 has a new type of
carburetors with flatslide throttle. The result is a higher and smother power output with good response in high rpmīs. GSXR1100 has- thanks to Suzukiīs outstanding skills- the markets best weight/power ratio: 3,3pounds(1,51kg)/hp. Furthermore is the weight distribution ideal with 50% on each wheel. The 28pounds(12,8kg) light frame is completely constructed of aluminum profile of airplane quality. The GSXR1100 has fantastic brakes. Twin 310mm "floating" discs in front with eight individual breakpistons, in combination with the motorcycles low weight makes it outstanding. Suzuki GSXR1100 is the fastest motorcycle that can be bought on the market today. Even more important is that it gives the best performance in all aspects. Roadstability, cornering and brakes is in a class which has to be experienced to be understood.
The feeling of driving a GSXR is so total that a driver almost experience it like an extension of himself.
Like an Existence-Maximum... Europeīs and maybe the worlds fastest journalist, Mat Oaxly, had only one comment after his first test at Laguna Seca in California :"Iīm convinced that itīs the best sports superbike ever"
Qoute
Source: The Swedish -86 Suzuki brochure 		GSXR Engine



SUZUKI GSXR1100 1986 SPECIFICATIONS
Dimensions
Engine
Transmission
Length 2115mm Bore 76mm Primary Reduction 1,622 (73/45)
Width 745mm Stroke 58mm Final Reduction 3,357 (47/14)
Height 1215mm Displacement 1052cc 1st Gear 2,385 (31/13)
Wheelbase 1460mm Carburetor 4x34mm Mikuni CV 2nd Gear 1,632 (31/19)
Ground Clearance 125mm HP/RPM 130/9500 3rd Gear 1,250 (25/20)
Dry Mass 197kg Nm/RPM 103/8500 4th Gear 1,045 (23/22)
Seat Height 795mm Compression 10:1 5th Gear 0,913 (21/23)

Chassis
 Capacities
Caster 26° Fuel Tank Incl Reserve 19L
Trail 116mm Fuel Reserve 4L
Front Tire 110/80 VR18 Engine Oil 3,4L
Rear Tire 150/70 VR18


THE DEVELOPER
Our first meting with Suzukis mean streeracer was in 1986 on the Laguna Seca raceway. The test crew "felt a certain respect" for the 197kg light and 130HP strong machine. Pure race performance, for the first time on the street. "The engine is awesome" reported the drivers. "the power is good through the whole register, but at 5000RPM the engine really comes to life and rockets the bike forward". The sitting position was extreme and there was some problem with tip of the shoes touching the tarmac, but to get the pegs to touch really calls for some aggressive driving when the maximum lean angle is 55°. To stabilize the steering it has a steeringdamper as original equipment but despite that we would criticizes its high speed stability in later tests. Suzuki GSX-R 1100 meet its rivals later in the spring of -86, and it outperformed all competition. a quick look in the score table shows that it wins all rounds (except touring) with large marginal. In dynotesting it gave 133HP.

"Legendary among bikers. The GSXR offers a combination of raw power and racing manners"

Source: The Swedish magazine Superbike 1990.


GSXR 1100 FLAT OUT
In -85 and -86 when the English Superbike magazine tested the Suzuki GSXR 750 and 1100 they thought the 1100 was a "trouser - filler if ever there was" and the the 750 was "another landmark: the GSXR 750. Fast light and scary: sound familiar WT owners?". In high speed, flat out testing of the 1100 in the speed bowl at Millbrook the testdriver said. "I knew it was shifting around - that much was obvious to the pilot clinging on the top - but I hadn't realized the effect of the banking on the handling until I stopped by the photographer and looked at his face. He admitted to getting a shot and then ducking behind the armco because he was sure a massive accident was about to happen. To me, as well."
All text inside "" is quoted from the magazine. Source: English Superbike magazine 1997.





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