Japanese superbikes in the 1970s were all about power and engine size, with bigger being better. Little consideration was given to handling however, which remained the preserve of the European manufacturers.
By the end of the 1970s the recipe was usually an across the frame inline four cylinder engine in increasing sizes. It really all started with Honda's CB750 back in 1978, which is often regarded as the first true superbike. By 1979 we had a plethora of 900 and 1000cc machines, even the turbine smooth Kawasaki Z1300, designed to counter Honda's six cylinder CBX1000.
The Suzuki GS1000S was no exception to the "more is best" rule, but this time things were different. The 997cc inline four producing 90bhp in a package weighing 240kgs were its vital statistics. The GS1000s was really GS750 with a stroked crank. However, it was more than this as Suzuki added smaller bearings, a lighter crankshaft and introduced an electric start, reducing the weight by the absence of a kick start unit.
The result was an engine that weighed 4.5kgs less than the 750 engine. It also gained a reputation for reliability and was often to be found fitted in drag racing bikes where they were modified to produce in excess of 500bhp. What made the Suzuki GS1000S different was that it was still striving for the "most powerful" title and 1000cc was a big number in its day, but it was for the first time perhaps, the complete package in terms of performance and handling.
The bike had (for its day) a very large swing arm and well braced headstock. This meant that perhaps for the first time in a Japanese motorcycle, the whole package worked together creating a fast and nimble machine.
David Calderwood of Bike magazine claimed to have ridden from Leicester Square in central London to Peterborough in Cambridgeshire, a distance of about 110 miles in one hour and twenty minutes. Traffic was a lot less in those days, but quite a feat requiring good handling through London as much as power to complete the trip. The Suzuki GS1000S was perhaps the very first "modern day" superbike, having finally delivered the expected performance, but also the handling to match.By Zac Kurtsmier
By the end of the 1970s the recipe was usually an across the frame inline four cylinder engine in increasing sizes. It really all started with Honda's CB750 back in 1978, which is often regarded as the first true superbike. By 1979 we had a plethora of 900 and 1000cc machines, even the turbine smooth Kawasaki Z1300, designed to counter Honda's six cylinder CBX1000.
The Suzuki GS1000S was no exception to the "more is best" rule, but this time things were different. The 997cc inline four producing 90bhp in a package weighing 240kgs were its vital statistics. The GS1000s was really GS750 with a stroked crank. However, it was more than this as Suzuki added smaller bearings, a lighter crankshaft and introduced an electric start, reducing the weight by the absence of a kick start unit.
The result was an engine that weighed 4.5kgs less than the 750 engine. It also gained a reputation for reliability and was often to be found fitted in drag racing bikes where they were modified to produce in excess of 500bhp. What made the Suzuki GS1000S different was that it was still striving for the "most powerful" title and 1000cc was a big number in its day, but it was for the first time perhaps, the complete package in terms of performance and handling.
The bike had (for its day) a very large swing arm and well braced headstock. This meant that perhaps for the first time in a Japanese motorcycle, the whole package worked together creating a fast and nimble machine.
David Calderwood of Bike magazine claimed to have ridden from Leicester Square in central London to Peterborough in Cambridgeshire, a distance of about 110 miles in one hour and twenty minutes. Traffic was a lot less in those days, but quite a feat requiring good handling through London as much as power to complete the trip. The Suzuki GS1000S was perhaps the very first "modern day" superbike, having finally delivered the expected performance, but also the handling to match.By Zac Kurtsmier
