Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/146698
"""~"""-- ~-~ '. ~ ~ C'l Cj') Cj') ~ "' Cj') 100-4 11) ,.0 s 11) u 11) 0 stroke remains the same, but the 1100 now features a longer stroke and a narrower bore, and has actually dropped down from 1127cc to 1074cc in capacity. The cu.t in cubic centimeters was done in an effort to retain its size, according to Suzuki spokesmen. The GSXR750 keeps its six-speed transmission, and the 1100 still uses.a five-speed gearbox. The internal gear ratios on both bikes, though, have been changed to better take advantage of the increased ho'rsepower. Also, the 1100 now uses two diaphragm springs on its hydraulic clutch rather than the coil springs used last year. The 750 retains its 38mm Mikuni carburetors (36mm on California models) while the 1100 gets 36mm carbs on both California and 50-state models. The exhaust on both bikes have changed, with the 750 now using a four-into-two-into-one system while the 1100 gets a four-into-two-into-two package, The airbox capacity has gone down 300cc on both bikes, from 7000cc to 6700cc. o models use a large curved radiator with an electric fan in their liquid cooling process. The water pump for the system is driven directly off the oil pump, and the pistons still get sprayed with oil under the crowns. Like the GSXR600, the 750 gets additional cooling from a water-cooled 'oil cooler mounted between the oil filter and the crankcase, while the 1100 is still equipped with an air-cooled oil cooler that is touted as being: "Head and shoulders above what it used to be." Again, the lubrication system on the new engines are both similar to that used on the 600 - powered by a singlestage oil pump driven off the back of the prin:ary drive gear. The crankcases on the two models vary in that the 1100 uses channels in the bottom of the cases that the 750 doesn't have. The major changes to the chassis on both bikes is the use of five (pentaganol)-sided frame rails from the steering head to the swingarm pivot, thus increasing torsional rigidity. The 1100's fralJle has additional bracing in the main frame rails and the swingarm pivot as well as slightly larger down tubes, all to better handle the higher horsepower of the bigger engine. Both swingarms feature right-side pressed monocoque construction, and , both use a boss for rear brake caliper carrier mounting that does away with the need for a torque arm. The two GSXRs also feature rake and trail changes. The 750 has gone from a rake of 24 degrees/50 minutes to 24 degrees/30 minutes while the trail has changed from 3.9 to 3.7 inches. The train on the 1100, meanwhile, has increased from 3.68 inches to 4 inches with the rake staying the same at 24 degrees. The wheelbase on both models has also increased with the 750 jumping up from 55.7 inches to 56.5 inches; the 1100 goes from 58.6 inches to 59.4 inches. While the overall length o·n the GSXRs has increased, the seat height has actually decreased by an inch. The suspension on both bikes remain unchanged with the 750 using Showa components front and rear, while the 1100 gets Kayaba both up front and out back. The rear wheel travel has been upped 6mm on the 750 arid 2mm on the 1100. Both bikes now feature nonadjustable steering dampers that are tucked up under the headlight; this has been the standard on the 1100, but it's a first for the 750. The GSXR750 uses the same Nissin brakes front and rear as last year, but the 1100 now has six-piston Tokiko brand front brake calipers, increasing the actual surface contact area by approximately 5% while still using the same 310mm rotors as the 750. . Both bikes will come fitted with Dunlop 0202 radial tires mounted on cast aluminum wheels. Our GSXR750, however, was fitted with Sportmax radials for oUT Road Atlanta test. Somewhat surprising is the fact that both bikes are heavier than in past years, The GSXR750 has gained four pounds and weighs in at a claimed 463 pounds (dry) while Suzuki says the GSXR1100 is 11 pounds heavier and now weighs 509 pounds (dry). 9