Make AC Schnitzer AJS Alfer Aprilia Ariel Arlen Ness ATK Bajai Motorcycles Bakker Barigo Benelli Beta Big Bear Big Dog BMS Choppers Bimota BMW Borile Boss Hoss Boxer Brammo Britten BRP BSA Buell Bultago Cagiva CCM Classic Bikes Confederate CR&S Custom Bikes Daelim Derbi Deus DP Customs Drysdale Ducati Dunstall Ecosse Excelsior- Exile Cycles Factory Bike Fischer Foggy Petronas GASGAS Gilera Ghezzi Brian Harley-Davidson Harris HDT USA Hesketh Highland Honda Horex HPN Husaberg Husqvarna Hyosung Indian Italjet Jawa Kawasaki KTM KYMCO Laverda Lazareth Lehman Trikes Magni Maico Megelli Matchless Matt Hotch Designs Midual Mondial Morbidelli MotoCzysz Moto Guzzi Moto Morini Mr Martini MV Agusta MTT Münch MZ NCR Norton Oberdan Bezzi OCC Paul JR Designs Piaggio Racing Bikes Radical Ducati Revolution Rickman Ridley Roehr Motorcycles Roland Sands Royal Enfield Rucker Performance Sachs Saxon Sherco Suzuki Terra Modena Titan TM Racing Triumph Van Veen Vento Victory Vincent Viper VOR Voxan Vyrus Wakan Wrenchmonkees Wunderlich Yamaha

Suzuki GSX 1100E

At the time of the introduction of the Suzuki 16 valve GS1100E in 1980, Honda was ruling the Superbike world with its’ stunning 6 cylinder CBX. The big GS was designed to knock the CBX off the throne and securely hold the fastest and quickest motorcycle crown for Suzuki. It did this almost without effort. The motorcycle press in the United States raved about not only its’ power but also how well it handled for a Japanese liter plus bike. Unfortunately, the GS was also introduced at a time when the motorcycle industry was facing a downturn in the market. Many sat in the showroom, collecting dust, until someone would finally come in and buy the bike for a ridiculously low price.

The GS1100E (and its’ stable mates, the GS1100L, the GS750E, and the GS750L) did not break any technological ground except for one thing – the narrow angled valve design that Suzuki called TSCC or Twin Swirl Combustion Chamber. The design came from the British motor engineering firm Cosworth, well known for their special racing engines that were campaigned around the world with great success. The narrow included valve angle allowed for less restrictive flow both into and out of the cylinder. Not only did it improve power output but also resulted in a cleaner burning engine. For this reason the 16-valve GS motor has been called the first “modern” motorcycle engine, despite not being water-cooled. Other features were a roller bearing supported main crank which allowed prodigious amounts of power to be built into the engine without fear of bearing failure, screw-type tappet valve adjusters which eliminated the need for valve shims, a five speed transmission, and plenty of over-engineering which made the engine the drag racer’s choice for over 25 years.

Despite these great attributes, there were some weaknesses in the design of the engine. The pressed together crank had a tendency to twist when the motor was abused. Also, the clutch basket would begin to separate from the primary driven gear. Another issue was the alternator stator would often die if any additional electrical load was added to an already weak charging system. Both the Suzuki factory and the motorcycle aftermarket later addressed these problems. Suzuki began welding the cranks in 1982, and beefed up the clutch basket, also in ‘82. In 1981 they corrected a poor regulator/ rectifier that help extend the life of the stator. The aftermarket made further refinements with crank welding services, heavy-duty clutch baskets, improved insulation systems on the stator and re-designed regulator/rectifier designs.

First of all, the GS1100E is a heavy bike. Weighing in at over 550 pounds, it can be a chore to wrestle through the corners. The large rotating mass of the roller crank does not help either when you are trying to toss the bike into a curve. While it was considered well above average in handling when it was introduced, in comparison to todays open class bikes it does not hold a candle. It is a very stable bike and is very comfortable on long rides.

The brakes, good for their day, do not have the light finger stopping power found in today’s more modern machinery. Combined with the additional weight of the GS1100, hauling the big GS down from speed can be an eye-opening experience, especially if you are used to the newer bikes. You can lock up the brakes on the GS but you really have to squeeze the daylights out of the brake lever. With the addition of stainless steel brake lines, new brake pads, and modern tires though, you can bring the big bike to a stop with reasonable effort.

The suspension is a good compromise for a bike of its’ age. The air assisted front forks work well but do show sighs of flex under heavy braking. The rear shocks should be thrown away and replaced with aftermarket shocks at the first chance. The air needs to be check regularly in the forks to insure that it has not leaked down.

Maintenance is very easy with the 16-valve motor. Because shims are not required, valve adjustment is a snap. The oil filter (cartridge type) is located on the front of the motor and is fairly easy to access. The plugs can be removed without pulling the tank but it is best to remove it to prevent chipping the paint. There are no points to adjust. The only down side to maintenance is access to the battery. The air box must be removed to check acid levels or to remove the battery. This is a chore!

For those who like to modify their bikes there is an almost unlimited supply of
aftermarket parts for this bike. Due to the extensive development of the motor for drag racing there are plenty of “go-fast” parts out there. It is the motorcycle equivalent of the small block Chevy in the drag racing world.

Overall, the GS1100EX is an excellent example of old school superbikes. If maintained properly it will give years and thousands of miles of hassle free
riding pleasure.