A dream late 70s bike. Handled well,
very fast, and comfortable
GS1000 engine, the beginning of a dynasty
that would last into the 21st century
Katana engine detail
This time with a six-speed gearbox, and
an oil-cooled DOHC 16-valve four-cylinder
engine, producing 100bhp at 10,500rpm.
Weight was a considerable 71kg lighter than
the Katana, and this could be attributed
mainly to the chassis. The factory maintained
that the new aluminium frame, which was
constructed from cast sections and tubes
weighed just 8kg. The Suzuki Advanced
Cooling system, as it was called, reduced the
cylinder temperatures, without adding the
bulk and weight of a water cooling system.
The reduction in overall bulk and weight,
together with disc brakes front and rear,
single rear shock, and overall aerodynamic
construction of the fairing and riding
position, with a top speed of 233km/h made
the GSX-R750 to be what many believed was
Suzuki Katana GSX1100S 1982.
A stylistic masterpiece
the first genuine race bike for the road.
The GSX-R1100 followed the subsequent
year. This was the era when ‘bigger is better’
or ‘mine is bigger than yours’ ruled the roost.
There was little difference between the 750
and the 1100. It was the same 16-valve, oil-
cooled, four-cylinder engine, with aluminium
frame, but it was producing 125bhp at
8500rpm with a top speed of 249km/h. It
weighed 197kg, however, 21kg heavier than
the 750. It seems a lot of extra weight to
carry around for an extra 16kp/h top speed,
which it is doubtful anyone could achieve on
a public road in any case. I haven’t ridden the
1100 but I’m told it had a lot more mid-range
power than the 750. Also it no doubt was
more flexible in many ways than the highly
strung race bred 750.
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