Launched in late 1985 as a bigger version of the ground-breaking GSX-R750F, the GSX-R1100 incorporated all the features that had made the smaller roadbike such a big success. If the 750 was going to be a hit by harnessing 100hp into a 175kg package, then more could only be better.
The GSX-R1100 concept was one of brutal hot-rod with power to spare. Designed by the time the 750F had been launched, the concept worked. Out of the crate, box-stock G models could cover the quarter mile in 10.75 seconds at over 130mph(210kph). Top speed was over 160mph(260kmh).

Key to the 1100's potency was technology established with the 750F - class-leading power combined with light weight. The 1100 excelled with only 1.54kg/bhp to propel. In fact, the 1100 was less highly tuned than the 750 (reduced compression ratio from 10.6 to 10:1 and revised cam profile) but had massive reserves of torque.

The large section MR767 extruded duplex aluminium alloy rectangular tube cradle frame reflected the track work that Yoshimura had performed with the 750 in that is was significantly strengthened.

It was also one of the earliest of the super sports bikes to be fitted with proper radial tyres offering exceptionally stable steering that was neutral right up to the limits of lean - something the GSX-R750F was criticised for.

Unfortunately, after the 1988 GSX-R1100J they got larger, rounder and ... heavier. While the performance potential was better, the GSX-R1100 was never the same again. Some variants had almost 155hp but at over 215kg dry they were certainly no lightweight as per previous 1100's. Pity. However, the 'post-J' 1100's are still infinitely capable bikes with monster, unburstable motors.

Suzuki's 1999 big-bore incarnation of the GSX-R1100 concept may be considered by some to be the 300kmh+ GSX-1300R Hayabusa - but it's not quite a GSX-'R' irrespective of how quick it may be. Here's a pic below to show why (Here we see Jasper Schouten's classic 1052cc 1988 J-model GSX-R1100 on the left and the rounded GSX-1300R 'Busa 'Sports-Tourer' on the right). IMHO - no contest.

So - to the model run-down on the GSX-R1100's ... and the new for 2001 GSX-R1000 ...

Year + Modeltype	Image	Comments
1986 G		The G model GSX-R1100 came onto the market for it's first model year with 1052cc (76.0 x 58.0mm), dry weight of 197kg, 1460mm wheelbase (only 20mm longer than the 750), 34mm constant-velocity BST Mikuni carbs, 5 speed gearbox, 41mm forks, 310mm front discs and a peak horsepower figure of 130hp. Tyre sizes were 110/80VR18 front and a 150/70VR18 rear. Weakness? - the crap sidestand which would see the bike topple over at the slightest provocation (A bad joke that Moto Guzzi would be proud of).
1987 H		Unchanged except for a few graphics alterations.
1988 J		Cosmetically the same but for a change to 3-spoke Enkei rims including a larger rear with a 160/60ZR18 tyre and a wider front mudguard. The oil cooler was also increased in effective area by 7%. Sidestand was much improved too ... Dry weight was up 2kg to 199kg. This model is considered by some to be the ultimate GSX-R1100 as it represented the final production run of the original slab-sided design with the surging power of the original and the aesthetically better tri-spoke wheels. A real collectable - if you can find one for sale. Outstanding.
1989 K		The K version was completely redesigned with a lower and heavier chassis, similar to the 1988 Slingshot 750. A bigger engine with a capacity of 1127cc from 78.0 x 59.0mm dimensions used larger 36mm Mikuni carbs. Power was up to 138hp - so too was weight by 11kg to 210kg. Wheels were reduced in diameter to the (now) common 17". Clip-on handlebars were now mounted above the top triple clamp.
1990 L		A radical redesign followed the K to allay reports of poor handling. USD forks were used and the wheelbase increased to 1465mm even though the K model frame was still used.
1991 M		The twin headlights were now enclosed and the steering geometry revised. Rims increased in size to accommodate 120/70ZR17 and 180/55ZR17 radials. Suspension was much more compliant with multiple levels of adjustability for both the front forks and rear shock absorber. The forked rockers were replaced with separate rockers and shim adjusters in the spring retainers. Carbs increased from the 36mm Mikunis to 40mm and the intake ports were revised. Peak power was unchanged. The gearbox used additional oil jets for 3rd, 4th and 5th gears for extra cooling.
1992 N		Graphics changes only.
1993 WP		As with the 750, the W designation indicated the addition of water cooling and reports of near 155hp - and 215kg.
1994 WR		Graphics changes only.
1995 WS		Graphics changes only.
1996 WT		Graphics changes only.
1997 WU		Graphics changes only.
1998 - 2000 rip		[Discontinued] For these 3 years, Suzuki had ceased production of the GSX-R1100 as the opposition had completely overtaken the (essentially) 1993 design and consumer demand had dried up for the 'old nails'. However, some 1100's were to see the racetrack in Production Superbike guise through these years but were uncompetitive and subsequently retired. Suzuki had to do something ...
GSX-R1000	2001	Reincarnation. Completely ballistic Yamaha R1 eater. To 're-invent' the original 1986 GSX-R1100 concept, Suzuki have seen fit to release the 990cc GSX-R1000 for 2001. Given where the Grand Prix circus is heading in 2002, this is a smart move (read of the pre-release R1000 specs here). The future will determine if this model obtains the legendary status of the G/H/J 11's and maybe it will - read the world-wide track test here. Incredible.