1994年Suzuki GSX 1100SR Katana Final edition

Suzuki GSX 1100SBE Katana  Final edition

1994 year's GSX1100SR had different technical specifications for the first time since launch in 1981. Even the engine had different character. As the earlier versions had 111 bhp, the new version of the engine was powered down to 95 bhp. The torque was also decreased, from 9.8 kg-m at 6,500 rpm to 8.6 kg-m at 4,000 rpm. The displacement, bore and stroke were still the same but the carburetors different and the oil capacity was increased from 4 liters to 4,2. The ignition advance system became digital.

When decreasing the power output, even the top speed on the speedometer was limited from 240 km/h to 180 km/h. The tank was made smaller, from 22 liters to 19.

The clutch was now electrically power assisted and the front suspension infinitely adjustable. Rear shocks were updated from traditional upright shockers to modern double tube upside down type shockers with gas chamber attached to the side.

The rear wheel was stretched from 17" to 19" in diameter (the front wheel was still 19").
The seat material was altered from buckskin type to vinyl leather.

And so on. The decreasing of top speed, engine character and lowering the seat height was apparently a way of changing the character of the Katana closer to a sport tourer rather than being a pure high speed machine. The double cradle frame was no longer the way to build high speed racers but no such radical changes like changing the frame construction on the Katana were ever made.

The rest of the world hardly new than the model still existed, it was long time ago since the model was exported outside Japan. In USA, when you mentioned 1100 cc Katana, you were talking about a whole different model, the sport tourer GSX1100F.

Suzuki Motor Company didn't think the model could live on, either. But by public demand the company kept on manufacturing the model until the mid 90's when the history of the 1100 cc Katana was supposed to end.

Source suzukicycles.org

History

The katana is the most popular among the samurai swords, warriors in the service of the feudal lords in medieval Japan. It had a long curved blade for cutting single and could be challenged with one or both hands.
In the motorcycle instead of the Suzuki GSX 1100 S Katana has been one of the most famous, but controversial in the history of the House of Hamamatsu in the late seventies and eighties of the past century.

The Suzuki GSX 1100 S Katana was unveiled at Cologne in 1980. He had an innovative design having at least ten years ahead of the competition, but its robust mechanical and technical solutions immediately harked back to the seventies of 900.
If designers and technical staff had dared more giving the Katana innovative solutions, not only aesthetic, most likely it would become an important milestone in the history of motorcycling. Unfortunately, the GSX 1100 S and all members of the family were not great either understood and have had little commercial success. The Katana remained very little on the market, both in Europe and the U.S., while in Japan were produced until 2001, of course, but in very small quantities.

THE TECHNIQUE
The four-cylinder DOHC of 1074 cc in-line and air-cooled (the oil cooler was provided as an option) has been, for the Katana, borrowed from GSX 1100 E, but also enhanced the head TSCC that, together with the cylinders, is made of light alloy. The engine is powered by four Mikuni BS34SS and is equipped with electronic ignition with variable advance and an electrical system 12 V.

The exhaust is a "four in two" capacitor that passes under the oil pan attached by eight screws. The multi-disc clutch in oil bath with coil springs and is the primary drive gear, while the final chain. The change in block has a five-speed constant mesh gears and pedal-controlled site on the left side of the motorcycle.
The "skeleton" of the Katana is a double cradle frame made of chrome molybdenum steel steering tube angle of 29 o 50 '.
The suspension system is formed by a telescopic hydraulic front fork 35 mm, with anti-dive and anti-dive with screw spring preload on four positions, which is accessed by removing the rubber plugs on the head of the fork; posteriorly there is a swingarm arm with two adjustable hydraulic shock absorbers of five positions of spring preload and four hydraulic extension.
The front brake is a double perforated disc 275 mm with single piston calipers that "bite" promptly, the rear brake with tank with viewing window to check the oil level, it is a disk with a hole the same size of the front , with a single piston caliper, equipped with a door for the replacement of the pads.
The wheels are 5-spoke alloy stellar: the front measurement from 1.85 to 19, the rear 2.5-17.

The instrument contains a single element: the speedometer, the speedometer, tachometer and five service lights; blocks electrical handlebars are well-made, functional and resistant to the action of time, which in the human.
On the left side panel are located two buttons that control the flashing of four arrows (off on the bikes sold in Italy) and the big choke knob. Always on the same side of the motorcycle, at the end of the side piece and at sight, there are the voltage regulator and the finned box fuses. Under the two-tone seat, detachable using the lock located on the top of the tail, there is a big air filter paper and foam, into the tail instead there is only space for the bag of keys.

HOW WAS
The Katana was a super performance at the top of the category (the top speed was 238 km / h and the declared consumption of 4.67 liters per 100 km), nevertheless kept the center stand, useful for maintenance, but adversely affected is the weight of the wheels, which already measured 232 kg load and is light on the ground, that the inclinations that could be obtained in a curve with "folds" very driven.
The driving position forced the pilot, with the torso leaning forward and rearsets, to pass on to his front weight on the wrists. The angle of the handlebar into two pieces was a little hit and did nothing but penalize the forearms of the same, especially in city traffic. In the front and rear of the motorcycle, stood the big and ugly direction indicators and the size of the 4-cylinder, deliberately left out the essential forms much of the body, whose appearance, decidedly unusual, it was designed by the German Target Design.

Currently, this futuristic motion of the Rising Sun is a success among fans and collectors from around the world and remains an interesting piece of motorcycling history post-classic. It would be well, however, to preserve it from the dangers of the time, for it has always played a very particular role and not always positive.