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Friday, December 3, 2010
Tuesday, November 2, 2010
Classic Motorcycles - The Suzuki GS1000S
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
Classic Motorcycles - The Suzuki GSX1100E
After the "power is everything" attitude of Japanese motorcycle manufacturers in the late 60s and 1970s, the 1980s saw potential legislation and handling concerns as issues that needed to be addressed. As far as legislation was concerned, manufacturers were beginning to realise that some bikes could be legislated off the roads, particularly when you consider the previously unheard of power-to-weight ratios available to people of just 17 years of age with little road experience.
This had already prompted Germany to introduce a 100bhp limit on bikes imported into the country which had already had Honda decreasing the bhp of its CBX1000 to 95 from 105bhp. As far as handling was concerned, the big new Suzuki was a step up from the plethora of 1000cc machines. Despite the fact that the frame of the GSX1100E was pretty conventional, with a tubular steel duplex frame and twin rear shock absorbers, it was the engine that gave it its edge.
Firstly, unlike its competitors, the Suzuki had four valves per cylinder and although the actual valve area was only a small increase over the GS1000, it improved efficiency with fuel economy of between 42 and 48 miles to a gallon.
Secondly, Suzuki introduced TSCC - Twin Swirl Combustion Chamber. This was a modification to the combustion chamber, making it tighter and providing a "swirl" effect which Suzuki claimed also improved efficiency.
The GSX1100E kept to all the agreements of the day and power was limited to 100bhp. However, a standing quarter mile in 11.5 seconds and a top speed of over 140mph meant that 100bhp or not, this machine could deliver. Not only that, but the power delivery was all the way through the power band with no "flat spots".
On top of all that, not had Suzuki only created the fastest bike of its day whilst limiting the horsepower, it had also come up with a machine that handled as well, helped by adjustable rear shock absorbers and up rated front forks. A new king was crowned.
This had already prompted Germany to introduce a 100bhp limit on bikes imported into the country which had already had Honda decreasing the bhp of its CBX1000 to 95 from 105bhp. As far as handling was concerned, the big new Suzuki was a step up from the plethora of 1000cc machines. Despite the fact that the frame of the GSX1100E was pretty conventional, with a tubular steel duplex frame and twin rear shock absorbers, it was the engine that gave it its edge.
Firstly, unlike its competitors, the Suzuki had four valves per cylinder and although the actual valve area was only a small increase over the GS1000, it improved efficiency with fuel economy of between 42 and 48 miles to a gallon.
Secondly, Suzuki introduced TSCC - Twin Swirl Combustion Chamber. This was a modification to the combustion chamber, making it tighter and providing a "swirl" effect which Suzuki claimed also improved efficiency.
The GSX1100E kept to all the agreements of the day and power was limited to 100bhp. However, a standing quarter mile in 11.5 seconds and a top speed of over 140mph meant that 100bhp or not, this machine could deliver. Not only that, but the power delivery was all the way through the power band with no "flat spots".
On top of all that, not had Suzuki only created the fastest bike of its day whilst limiting the horsepower, it had also come up with a machine that handled as well, helped by adjustable rear shock absorbers and up rated front forks. A new king was crowned.
Zac loves to work on his motorcycles and uses cordless tools where possible. Visit his latest website about the Ryobi battery charger and the Ryobi 18v battery for tips and great deals.By Zac Kurtsmier
The Suzuki GSX-R
The Suzuki motorcycle department added a new model on their GSX-R series in 2001 that took over their largest and most successful GSX-R sport bikes series in 1980s which was led by the GSX-R1100. Just by looking at the numbers, you will immediately notice that its engine displacement has been reduced by 100 cubic centimetres. However, Suzuki Company has reasons why they preferred to reduce the engine displacement. It does not follow that the new GSR-X series have been downgraded. In fact, the face value alone of the new 1000cc GSR-X is far way better than the old ones. By checking the Suzuki motorcycle manual for the new series, you will find out that Suzuki have already resolved the problems and cons of associated with their old series based on the riding experiences of professionals.
Aside from being an enlarged version of the GSX-R750, the GSX-R1000 boasts of a lot of more advanced features that makes it a very good option for riders who love high speeds and excellent handling. The Suzuki motorcycle repair manual tells that the GSX-R1000 engine was redesigned in such a way that it now has 1mm bigger bore and 13mm longer stroke. The pistons were also improved, they now have lower crown and a counter balancer which is gear driven. The new engine has a weight of 59kg which is much lighter than the 750cc model. Its Suzuki motorcycle manual also provides that the engine is capable of producing a maximum power of 120kw at 9,500 RPM. The red line was also increased at 12,000rpm. Based on road tests, it shows that the new GSX-R1000 can run at the maximum speed of 288km/h. It also has magnificent acceleration since that it can reach quarter of a mile in just 10.1 seconds.
Having read the previous paragraphs, you might have mentioned the word "wow" for several times already; but wait, there are still amazing features about this model. The Suzuki motorcycle repair manual also states that the exhaust pipe of the new GSX-R1000 uses titanium which is very ideal for improving its performance. Because of this, the exhaust system of the 1000cc new model is 4 pounds lighter than that of the 650 model. The same material was also utilized as a coating to the front fork specifically on the stanchions. In addition, there is also an exhaust valve mounted inside the exhaust pipe. Another interesting feature included in its Suzuki motorcycle repair manual is the servo that enables the bike to dynamically adjust the back pressure of the exhaust depending on the speed of the engine, the position of the throttle, and the selection of the gear in order to increase the torque, lower the noise, and lower the emissions. It is evident that the stock pipe of the GSX-R1000 has lower noise compared to the lower displacement models. Due to this above mentioned changes to the new series of Suzuki's GSX-R sport bikes, it was able to surpass its competitors in terms of market sales and performance.
Aside from being an enlarged version of the GSX-R750, the GSX-R1000 boasts of a lot of more advanced features that makes it a very good option for riders who love high speeds and excellent handling. The Suzuki motorcycle repair manual tells that the GSX-R1000 engine was redesigned in such a way that it now has 1mm bigger bore and 13mm longer stroke. The pistons were also improved, they now have lower crown and a counter balancer which is gear driven. The new engine has a weight of 59kg which is much lighter than the 750cc model. Its Suzuki motorcycle manual also provides that the engine is capable of producing a maximum power of 120kw at 9,500 RPM. The red line was also increased at 12,000rpm. Based on road tests, it shows that the new GSX-R1000 can run at the maximum speed of 288km/h. It also has magnificent acceleration since that it can reach quarter of a mile in just 10.1 seconds.
Having read the previous paragraphs, you might have mentioned the word "wow" for several times already; but wait, there are still amazing features about this model. The Suzuki motorcycle repair manual also states that the exhaust pipe of the new GSX-R1000 uses titanium which is very ideal for improving its performance. Because of this, the exhaust system of the 1000cc new model is 4 pounds lighter than that of the 650 model. The same material was also utilized as a coating to the front fork specifically on the stanchions. In addition, there is also an exhaust valve mounted inside the exhaust pipe. Another interesting feature included in its Suzuki motorcycle repair manual is the servo that enables the bike to dynamically adjust the back pressure of the exhaust depending on the speed of the engine, the position of the throttle, and the selection of the gear in order to increase the torque, lower the noise, and lower the emissions. It is evident that the stock pipe of the GSX-R1000 has lower noise compared to the lower displacement models. Due to this above mentioned changes to the new series of Suzuki's GSX-R sport bikes, it was able to surpass its competitors in terms of market sales and performance.
Mike has been working on cars and trucks since he got his first Olds 442 in the early 70s. Since then he was worked on many vehicles and is deeply interested in electronics and the new computer controls of today's vehicles. While it might seem they are limiting the DIY'r he thinks just the opposite. With the right OBDII Code Reader [http://www.motorbookguy.com/Diagnostic_OBD_2_Tools_s/6.htm] and Haynes repair Manual you can do far more than the days of screwdrivers and timing lights.By Mike R Hampton
Suzuki Hayabusa GSX1300R Motorcycle Review
There is nothing like a Suzuki Hayabusa GSX1300R. Riding position, styling, performance, handling, reputation no other two-wheeler gives the same overwhelming sensation of endless, immeasurable, gushing speed.
And Suzuki Hayabusa GSX1300R's engine that stands proud: a monumental engineering gem that seamlessly blends manners and usability with enough ludicrous, undiluted performance to scramble your brain by halfway through the six clean-shifting gears. Third does everything: from mindless dawdling round town at 30mph, eyeing up yummy mummies to indicating 60mph at the test track and smearing the landscape into a three-year-old's painting. Pointless? Definitely. But fantastically life-affirming a neat shot of the gloriously outrageous in our cotton wool world.
There's such a deluge of drive even the ZZR feels lacking and the BMW peaky and harsh next to Suzuki's transcendent long-stroke might. Power-to-weight wise it's behind a GSX-R1000 or Fireblade but with vast torque anywhere in the rev range nothing gets near its fluid, instant clout. For most of us it brings a new meaning to effortless power. For those with Bruce's feel and balance, it means 100 yard black lines out of every corner. And a new tyre within 1000 miles.
In their munificence, Suzuki have included a three-way switch on the right handlebar: mode A gives full power and response, with B and C incrementally reducing both reaction and output. Clever, and I get the theory behind capping the stupendous torque in tricky conditions. But in C-mode on a chilly, wet morning I just end up using bigger throttle openings to get the drive I want. The engine's so civilised I'm happier in full-fat A-mode, where it delivers exactly what I expect.
Even the riding position is a subtle reminder of Suzuki Hayabusa GSX1300R befuddling speed. You don't sit on a Hayabusa but drape yourself over it, bum near the ground, feet tucked up out of the way with torso stretched low to the broad bars. With the view over the low screen and enveloping fairing, there's no mistaking the potential.
It's not the best stance for control, though. Both ZZR and BMW sit you higher, with narrower bars that are easier to push and tug. They feel sportier, more modern. Both feel lighter than the Suzuki Hayabusa GSX1300R as well, the Kawasaki particularly being more nimble at low speed. The 1400 has a better chassis for our wriggling B-road route, too, remaining level and unruffled over imperfections and fast sections that make the Busa squat and squirm. It never seems like it'll flick you into the scenery but the others give an easier time.
Open A-roads are friendlier terrain. The Suzuki Hayabusa GSX1300R floats with graceful violence; better damped than the Kawasaki and shaking off the BMW with the lightest touch. It's point-and-squirt king. Motorways are equally stress free, with only a low screen to moan about. Gadget nerds might grumble at the lack of trip gizmos on the superb clocks, but there's a fuel gauge and you don't really miss the additional info.
But such peripheral details don't matter. It's a Hayabusa. It doesn't handle as lightly as the ZZR, doesn't have the handy gizmos of the BMW, and is wasted at legal speeds. Instead, it's the fastest, the one that leaves you gibbering after each encounter the bike with the clearest mission statement. Want the most? Buy the Suzuki Hayabusa GSX1300R.By Magesh Kumar
And Suzuki Hayabusa GSX1300R's engine that stands proud: a monumental engineering gem that seamlessly blends manners and usability with enough ludicrous, undiluted performance to scramble your brain by halfway through the six clean-shifting gears. Third does everything: from mindless dawdling round town at 30mph, eyeing up yummy mummies to indicating 60mph at the test track and smearing the landscape into a three-year-old's painting. Pointless? Definitely. But fantastically life-affirming a neat shot of the gloriously outrageous in our cotton wool world.
There's such a deluge of drive even the ZZR feels lacking and the BMW peaky and harsh next to Suzuki's transcendent long-stroke might. Power-to-weight wise it's behind a GSX-R1000 or Fireblade but with vast torque anywhere in the rev range nothing gets near its fluid, instant clout. For most of us it brings a new meaning to effortless power. For those with Bruce's feel and balance, it means 100 yard black lines out of every corner. And a new tyre within 1000 miles.
In their munificence, Suzuki have included a three-way switch on the right handlebar: mode A gives full power and response, with B and C incrementally reducing both reaction and output. Clever, and I get the theory behind capping the stupendous torque in tricky conditions. But in C-mode on a chilly, wet morning I just end up using bigger throttle openings to get the drive I want. The engine's so civilised I'm happier in full-fat A-mode, where it delivers exactly what I expect.
Even the riding position is a subtle reminder of Suzuki Hayabusa GSX1300R befuddling speed. You don't sit on a Hayabusa but drape yourself over it, bum near the ground, feet tucked up out of the way with torso stretched low to the broad bars. With the view over the low screen and enveloping fairing, there's no mistaking the potential.
It's not the best stance for control, though. Both ZZR and BMW sit you higher, with narrower bars that are easier to push and tug. They feel sportier, more modern. Both feel lighter than the Suzuki Hayabusa GSX1300R as well, the Kawasaki particularly being more nimble at low speed. The 1400 has a better chassis for our wriggling B-road route, too, remaining level and unruffled over imperfections and fast sections that make the Busa squat and squirm. It never seems like it'll flick you into the scenery but the others give an easier time.
Open A-roads are friendlier terrain. The Suzuki Hayabusa GSX1300R floats with graceful violence; better damped than the Kawasaki and shaking off the BMW with the lightest touch. It's point-and-squirt king. Motorways are equally stress free, with only a low screen to moan about. Gadget nerds might grumble at the lack of trip gizmos on the superb clocks, but there's a fuel gauge and you don't really miss the additional info.
But such peripheral details don't matter. It's a Hayabusa. It doesn't handle as lightly as the ZZR, doesn't have the handy gizmos of the BMW, and is wasted at legal speeds. Instead, it's the fastest, the one that leaves you gibbering after each encounter the bike with the clearest mission statement. Want the most? Buy the Suzuki Hayabusa GSX1300R.By Magesh Kumar
Upgrading the Headlight Bulb on a Suzuki VX800 Motorcycle
I've got a Suzuki VX800 motorcycle, and like many older single headlight bikes, the light output on both dipped or main beam is poor. The low output limits visible distance at night, and so limits speed, and also means that the blinding effect of oncoming vehicles is more pronounced.
I chose an Osram Night Breaker +90% bulb with a H4 fitting suitable for the bike. These bulbs claim to give 90% more light output, but still fit into the standard fitting, and draw the normal 60/55 watts. This means that they are a direct replacement to the existing standard headlight bulb. I did consider upgrading to a Xenon HID headlight, but a proper upgrade kit costs considerably more, and requires adding a ballast unit and modifying the bulb wiring.
Fitting the new Osram Night Breaker Headlight Bulb
The process for replacing the bulb is exactly the same as for most single lamp 'naked' motorcycles. Here's a quick summary:
Now for the moment of truth: is the extra cost for the Osram Night Breaker +90% bulb worth it? I can't show images here, but I took before and after photos. In both cases, the camera was locked to the same settings (1/500th at F4) so that I could compare the light output. There does seem to be a considerable increase in light output. Yay!
In practice, riding through Dorset countryside on a dark night, the new bulb gives considerably greater visibility at long range, giving reflections from road signs and cats eyes for a massive distance on straight roads. Even on dipped beam, the extra light gives better visibility of the road surface ahead when facing oncoming traffic. No-one flashed me or otherwise indicated that the new lights were blinding them, so the beam pattern has not been affected.
On main beam, it's much easier to see further into corners. The light is brighter and whiter, which allows for more scatter, so even objects not in the direct path are more visible. For a cost of £17.50 for a pair of bulbs from AutobulbsDirect (I saved one as a spare), this has to be the most cost-effective upgrade I have made!.By Jonathan Elder
I chose an Osram Night Breaker +90% bulb with a H4 fitting suitable for the bike. These bulbs claim to give 90% more light output, but still fit into the standard fitting, and draw the normal 60/55 watts. This means that they are a direct replacement to the existing standard headlight bulb. I did consider upgrading to a Xenon HID headlight, but a proper upgrade kit costs considerably more, and requires adding a ballast unit and modifying the bulb wiring.
Fitting the new Osram Night Breaker Headlight Bulb
The process for replacing the bulb is exactly the same as for most single lamp 'naked' motorcycles. Here's a quick summary:
- First job was trying to get into the Osram Night Breaker packaging! Remove all the paper cover, press on the top of the case to unclip it, and then slowly work the front half and back half apart. They are held together by tabs at the top and bottom, and take a little force to get apart.
- Unscrew the headlight unit retaining screws - on this bike, they are on the sides of the headlight unit. The screws can corrode, in which case apply some penetrating oil and wait for 10 minutes to prevent you rounding the heads off. Take care not to alter the smaller screw at the front. This is used to adjust the angle of the beam to prevent dazzling oncoming traffic. Once unscrewed, the headlight unit will pull forward out of the rear cover.
- Disconnect the power cables to the headlight bulb, and the parking light bulb. Once this is done, you can remove the rubber waterproofing cover, and unscrew the retaining ring by turning anticlockwise by a small amount.
- Now remove the existing bulb and replace with the Osram Night Breaker +90%. Take care not to touch any part of the glass with your fingers, as dirt or oil can cause the bulb to overheat and possibly shatter. The H4 bulb will only go in one way round to ensure the dipped and main beam works correctly.
- Replacement is the opposite of removal. Place the retaining ring back on to the fitting and turn a small amount clockwise to lock into place. Replace the rubber waterproofing cover, and ensure a close fit to the headlamp body. Take the unit back to the bike and reconnect the headlight and parking light power connectors. Put the headlight unit back into the rear cover, ensuring the screw holes line up. Replace the retaining screws, taking care not to over-tighten them.
Now for the moment of truth: is the extra cost for the Osram Night Breaker +90% bulb worth it? I can't show images here, but I took before and after photos. In both cases, the camera was locked to the same settings (1/500th at F4) so that I could compare the light output. There does seem to be a considerable increase in light output. Yay!
In practice, riding through Dorset countryside on a dark night, the new bulb gives considerably greater visibility at long range, giving reflections from road signs and cats eyes for a massive distance on straight roads. Even on dipped beam, the extra light gives better visibility of the road surface ahead when facing oncoming traffic. No-one flashed me or otherwise indicated that the new lights were blinding them, so the beam pattern has not been affected.
On main beam, it's much easier to see further into corners. The light is brighter and whiter, which allows for more scatter, so even objects not in the direct path are more visible. For a cost of £17.50 for a pair of bulbs from AutobulbsDirect (I saved one as a spare), this has to be the most cost-effective upgrade I have made!.By Jonathan Elder
Suzuki Motorcycles and Motorcycle Accessories
- Diamond Free
- X-6 Hustler
- Titan
- GT750
- RG500
- XN85
- GSX-R
The Diamond Free made the world take notice of Suzuki by winning the Climb at Mount Fuji Hill in 1953.
X-6 Hustler
The X-6 Hustler was the company's first street-legal performance bike. It was introduced in the mid 1960's. This bike was the fastest 250cc bike during this time.
Titan/GT750/RG500
The Titan was a 500cc model bike. The Titan was the predecessor to the GT750, a two-stroke motorcycle that reached up to 110mph, going from 0mph to 60mph in five seconds. Following the GT750, Suzuki introduced a larger version of that same bike, the RG500. The RG500 ended up being the most successful racing bike of that time period.
XN85/GSX-R
The XN85 motorcycle that was introduced in the 1980's won many races, including the first World Motocross Championship won in America. Following that, the next turbo-charged racing bike offered by Suzuki was called the GSX-R. This motorcycle had an aluminum frame which made it the lightest motorcycle in this class.
In addition to the racing circuit, Suzuki did well in the cruising market. They introduced the Boulevard. This five-speed transmission model bike came in many different sizes. This was an attractive, extremely comfortable motorcycle that offered a very smooth ride no matter how long or on what terrain you traveled. It was priced right at just over $12,500. Their addition of the Boulevard and other cruising model bikes made the Suzuki brand motorcycle attractive to Mrs. Motorcycle, just as the racing bikes did for Mr. Motorcycle.
You can find a Suzuki at well over a thousand motorcycle dealers. They have a great twelve month warranty that affords unlimited miles, no deductible, and other perks. There is a large assortment of motorcycle accessories available from Suzuki as well. These accessories are available at many brick and mortar stores, as well as many online retail sites.By Malinda Henderson
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