Started my motorcycling career in Rhodesia in the mid-70's. These two were some of the best machines to travel long distance to motorcycle rallies. The memories the exhaust notes evoke!
One thing I would like to add about the GS series of motorcycles is their aesthetics, which is an important factor. The early 1980's Suzuki GS series of motorcycles are simply drop dead beautiful. They are mechanical works of art and their beauty on top of their performance is icing on the cake. What more could one ask for? They had just the right amount of chrome, just the right amount of sport appearance without going overboard. If ever there was a sleeper appearing motorcycle, this was it. I've never seen another motorcycle like this and I am surprised Suzuki no longer manufactures this style of motorcycle. I feel they are really missing the boat here. I think it would be a hot seller. Today's motorcycles with the rider bent over the fuel tank, etc., just looks like a crotch rocket marketed to street heroes who in their dreams imagine themselves as some kind of professional racer. No thank you. I'm an adult, not a teenager. I have a friend who bought a brand new 1981 Suzuki GS 1100E and it was just an amazing machine. When he gave me a ride on it, I was just aghast with how brutally fast it would accelerate! The power was just nothing short of jaw-dropping and the throttle response was instantaneous. The adrenaline rush it provided was without equal. It felt like riding on a missile, yet toodling around town it was very well mannered, quiet, handled well and could get 50 mpg. It was having your cake and eating it too. Again, what more could one ask for? I feel that when Suzuki abandoned the unique marketing niche they had cornered which this motorcycle so nicely filled, when they went with the crotch rocket look instead, was a mistake. Sigh...:( Apparently they had great engineers but their marketing department wasn't an equal to the engineering department. My friend would take his GS 1100E to the Suzuki dealer every spring for a tune up and knowing the mechanics, he would let them race his motorcycle against the newest version every year. His GS 1100E was bone stock and yet every year it would trounce the new versions. The mechanics explained it as an accidental factory blueprint where all the parts just fit perfectly together, generating more horsepower than other motorcycles. As an AMSOIL Dealer, the AMSOIL synthetic motorcycle oil I provided him helped too of course. :) He told me there was a noticeable power increase using AMSOIL. When my friend decided to sell his GS 1100E, he gave me the first chance to buy it, as I loved that motorcycle, but I just didn't have the money to buy it. In 1981, he spent about $4,500 for it and back then that was a big chunk of change. It had about 12,000 miles on it, had never been in a crash, it needed a new rear tire and a battery. That was it. I reasonably thought he was asking thousands of dollars for it. Several months later when I ran into my friend again, he said he had sold his GS 1100E and when I asked him how much he had sold it for, (please make sure you are sitting down!), he told me he had sold it for $300! I was flabbergasted. I had $300 in my wallet the day he offered to sell it to me! If I had known he was going to sell it for such a low price, I would have jumped on that deal in an instant. For the GS series of motorcycles to have the strong following they do to this very day, this should indicate to Suzuki there is a strong market for these motorcycles. I submit they would be very wise to bring this great motorcycle back.
Preach it! I think the classic UJMs are making a comeback. Suzuki recently introduced a new Katana with styling to evoke memories of the original. Kawasaki has the Z900RS, Yamaha the XSR900, and Honda had the CB1100. All of these bikes are extremely good machines and far more capable than the vintage bikes they pay homage to. I still like the originals though. The simplicity, robustness, and mechanical beauty of the originals is unmatched in my humble opinion.
@@jonsmotorcyclerescueandrev3538 - I agree 100%. Many people are of the frame of mind that just because something is newer, it's must somehow be better and that is not always the case at all. For instance, the vehicles that are being manufactured today are just butt ugly. All the trucks and SUV's have this big, fat and flat looking front end, as if they had hit a flat wall! Even the colors that are offered, which is 95% or more of silver, white, black, gray or some shade thereof. I don't know what's going on with that. I'm guessing those colors and shades are less expensive to manufacture than other colors. When we want to know the truth, follow the money. Look at the cars in any given parking lot and you'll see what I mean. The colors of the vehicles are simply boring. But hey, "Newer is better". I had a 1969 Yenko Camaro for many years. Changing the spark plugs was a snap and it only took about 15 minutes. With today's cars, you open the hood and you can not even *see* the spark plugs! Jon, do you know if Suzuki kept using the T.S.C.C. engine technology they pioneered with the 1981 Suzuki GS series? Are they still using that technology today? What a brilliant engineering design that was! Also, what e-mail can I reach you at? I have an offer for you.
@@HiTechOilCo I know Suzuki uses some form of TSCC but I'm sure it's more efficient and computer analyzed now. You can reach me at jonsmotorcycle@hotmail.com
Thanks for posting such a great video! Warms the heart of us old GS riders. Used to putt around on two different GS1000's and a 650 Tempter of all things. Restoring a '82 GS750T right now, and keeping it all stock, as they were as close to perfect as possible just the way Suzuki made them.
Watched this morning. Noticed the lower rpm on the 1100 at 60mph compared to the 750 at 60 rpm both in 5th gear. Nice. Recognized the roads and scenery. Miss the "green" of PA living here in FL.
Never lived in Pa but when I did make it up there a few years ago it was so much like 'home' I was driving on wrong side of road (I'm British, now in central Fl.)
The 1100 was exactly the same size and close to the exact same weight. Only the bore and stroke really differed. The 1100 was just more powerful in the end. So not understanding the size thing at all.
Thanks for the video, for those of us who were born too late and are just now falling in love with these without having ridden them yet, it helps study the decision which model I want to restore first. There cant be enough of these videos.
Awesome video, exactly what I wanted to see. I have a 750cc, my second motorcycle, just started riding this summer. Anything larger than 750cc scares me, not the speed or power but the weight of the bike. I feel like my 500lb+ bike is just about the limit of what I can handle comfortably but I don't know, I never road anything else. Thanks for sharing!
I never had a 750 or 1100 Suzuki. I had the GS650E and the SV650. The GS was a great bike with a very smooth engine and great performance for the era. These 2 here look and sound amazing👌
The sound of both bikes brings back so many fond memories. I had a 1983 Suzuki GS 550ES with a Yoshimura 4 into 1 pipe. What a sound that bike had. I miss it everyday. Ride safe everyone. Cheers
I had the GS850G shaft, 20 years ago. Wish I'd kept it. Paid £1000 for it in 2002. They sell for much more now! The engine sounds of all the big GS were the best by far. The 850G was the most comfortable bike I've ever sat on, these 2 here will be the same I'm sure.
@Sunburst75 Right on! I recently learned that from 1982, the GS1100G and GS850G were identical except for engine displacement. Same frame, tank, seat, bodywork, etc. The GS1100G is one of my all-time favorites! Cheers!
@@jonsmotorcyclerescueandrev3538 Yeah and I think the GS1000G shaft was identical to the GS850G apart from engine size. I was looking for a 1000G a few years ago but they're incredibly rare in the UK. There's still a few 850G's around, although pretty rare, but the 1000G's are all hiding in people's garages somewhere I think - going up in value!
I am looking at your vid and there is something wrong in your specification of the 750GS E. The bike on display is a 16 valve engine and is not a GS, but a GSX 16 valve. The rectangular cam covers was the 16 valve motors and the GS was the 8 valve round can shaft covers. That bike is actually thus a GSX750 E. The 8 valve motors was discontinued in '79. I owned both of these bikes and both absolutely stunning. I was 25 in 1979
In Europe and elsewhere (outside the US), GSX designated 16-valve heads. In the US, the were simply called the GS750E. Model year determined which were the earlier 8-valve bikes or later16-valve bikes. You can easily tell which is which by the cam covers as you said. Cheers!
My friend has a daily rider 82 GS750S. For whatever reason, it is the hardest pulling, fastest stock GS750 I've ever ridden. Faster than another friend's 85 GS750EFE by a wide margin. It will consistently pull up to an indicated 225 km/h in less than a mile. My GS1150EF only pulls to an indicated 235. The 750E is just a smaller displacement 1100E, really. Side by side, the 750 and 1100 16-valvers are virtually the same bikes - even the wet weight - 530-535 lbs. - is nearly the same. I'd rather have the 1100G as a daily rider or tourer. There is only about a 55 lbs weight penalty (the 1100G is about the same weight as the 1000 shaft - about 585 lbs wet, lighter than the 850G's 600 lbs.) - well worth it for that shaft drive and extra low end torque.
Right on Scott, if the 750 were significantly lighter, smaller, or better handling, I would like it more. But it's so close in size and weight that only the power differentiates between the bikes. For me, I'll take more power please. 🙂
Correction Please - The '82 1100 did not have a drive shaft. It had a chain drive. I had one. Thanks! Visually, you can see that the engines are about the same size.
@stukevideo There were four models of the Suzuki GS1100 in 1982. The GS1100G, GS1100L, and GS1100GK all had shaft drive. The GS1100E was the chain-drive model. Cheers!
Thank you for a great review. I had a new GS1000G back in 1982. I also fitted a top half fairing and lower bars. Having listened to the four into one, I wish I'd fitted one of those as well. I'd love to know your thoughts comparing the shaft drive to chain drive. I enjoyed the no maintenance aspect, but never knew if there was any other advantage/disadvantage.
The 1982 GS1000G was a great bike. I mention that bike and answer your questions in a video that will release tomorrow. However, I'll answer your question directly 😉. Suzuki's shaft-drive system is fantastic. Other than a 25-30 lb weight penalty over the chain-drive bikes, their shaft-drive bikes suffered none of the usual shaft-drive drawbacks. So, the GS1000G was similar to the GS1000E in handling and ride. The GS1000E had a slight advantage in all-out sport riding and straight-line acceleration. But in everyday riding, there was little to separate the two bikes. Starting in 1980, the 1100cc performance models got 16-valve heads (rectangular valve cover end caps). This motor was a monster above 6k rpm. Cheers!
I find your comparisons interesting, and these are the kind of bikes I used to ride and enjoy for many years from the early 80s onward. I also find that the UJMs, especially from around 1980, have the best look to them. But I grew tired of the busy, and often buzzy, nature of the inline fours, and today I mostly buy twins, primarily for how much more - to me - relaxed they sound, but also because the twins usually do not put my fingers to sleep the way fours often do, despite more vibrations. My last inline four was a 2008 CBF1000A, and admittedly it was very smooth and also very fast, but the twins give me a more visceral experience. By that I mean they often feel faster than they are, whereas the more flexible power delivery from a well running inline four of similar size and power feels more rubber-like. That's despite tending to actually deliver better performance. For outright performance, nothing will beat the inline four, but riding for me is more than just performance these days. Still, very glad to see that you enjoy your old UJMs, and that you keep them in such great condition!
Thank you! Ah, the age-old twin vs four debate. You bring up some great points. I have owned many twins - Harleys, Ducatis, Aprilias, TLs, DLs and SVs, the Africa Twin, and many other parallel twins. I like them, and they do feel relaxed at speed. However, any big-bore, performance twin I've been on doesn't like to rev below 3,000-3,500 rpm. They get clunky below that rpm and send wierd vibes through the bike. Above that, they feel abrupt on and off throttle - which some people like. It makes the performance twins feel punchy. Smaller displacement inline fours feel rubbery to me, and in the sub 800cc bikes, I like the twins. However, for me, it's hard to argue with the sound, flexibility, performance, and feel of a big inline four. This is especially true for the shorter rides I tend to do where the vibes don't bother me. Cheers!
@@jonsmotorcyclerescueandrev3538 Not so much a debate as personal preferences 😄I know what you mean about not liking low revs, but not all are like that. My current build feature an XV1100 engine, and it tolerate 1200rpm in top gear, and from 1700rpm, you can use as much throttle as you want with no protests from the engine. And it still pulls from 40 to 75mph in fifth gear in less time than my former 1983 CB1100F. Above that, the CB kill the XV, but I mostly sit around 60 anyway. My F800ST is also remarkably flexible. For a twin. Most inline fours will accept full throttle in any gear from idle onwards. The BMW K1100RT is probably the most flexible engine I have experienced, pulling strongly from 800rpm in top! No twin can duplicate that.
@64faffi Right on. You're correct. The XV1100 is a cruiser motor and much more tolerant of low revs than a performance V or L twin. And it is personal taste. Most engine configurations offer reliability, excitement, and performance. The feel each provides is subjective, and as such, there isn't a right or wrong answer. Cheers!
I had a GS850G in the 80s and loved that 4cyclinder sound and throttle response. On the highway I found myself "searching for 6th" because of the revs and vibration. How does the 1100 do at highway speeds? I'm thinking of buying one.
It does better. You may still wish for a 6th gear, and you do still get a little 4-cylinder vibe, but it will cruise smoothly at 70 all day long. Put over 100 miles on mine yesterday - pure joy!
Great video! I love the old muscle bike! I have actually both of these bikes, seriously, lucky me! but I recently put a Delkavic header on my bike and I've lost all the power! Any advice?
You should rejet your carbs if you haven't already. With a stock airbox, you should go up one or two sizes on your mains and pilots and about 3 turns out on the air-fuel screws. Cheers!
Nice driving visual, Epic. man I love the sound of 1100, currently rebuilding the smaller displacement version (GS 850) I am amazed to find a few videos of the exact same color and striping detailing it's interesting how every bike I see is slightly different so my question is where did you get your striping from or did a paint shop help find a stencil, or did you free hand the pinstriping on the GS 1100. I tried to save the original pinstriping when I was repairing my fuel tank but it was impossible. there was too many nicks and dings ..I had to sand it all down to bare metal and build my way back up.
Great question Jeffrey! The pinstripe on the 1100 is a mix of factory (the plastic side panels and around the back half of the tank) and my own work using over-the-counter vinyl pinstripe. Vinyl is forgiving and you can peel it of if you don't like it. I experimented until I was happy with the look. It likes to be put on when it's warm weather and a hair dryer helps around corners. 🙂
Hi John. First time viewer. I just bought a 1980 GS 1000 G. It’s been in a heated garage sitting since 1993. We are going through all the necessary start up procedures and I’m excited to work on the bike everyday. Now watching your video has really gotten me going. On an off subject I really like your leathers. Where can I find a set if I may ask? I’ve shared your video with another friend obsessed with the gs series.
Thanks Rick! I have LOTS of GS videos on this channel. Everything from restoration videos to reviews and comparisons. My leathers are A&H Apparel chaps and a New World Fashion jacket that I bought 25 years ago. Cheers!
nice comparison, im guessing the 750 is down 15 to 20 or so ft/lb from the 1100. that would make a very noticable difference on bikes in the 5 to 600 lb. range, down low in the rpm's.also figured the 1100 would be geared a bit higher due the increased torque & lower redline as well. either way, im sure there both a joy to ride.thanks.
Jon, an interesting comparison..I liked your rubber-band thoughts as it explains why I choose to ride my gs-1000g over my zrx-1200r as my weekly ride.There is no rubber band in the Zrx, its balls to the wall everytime to turn your wrist.My 1000g is much more sedate and not serious till 4k, even then its much more predictable...Rubber band effect is good for me ...luv the vids...Cheers.!
Thanks! I just try to keep the bikes clean. I polished the engine cases on the GS750E and made a video of it. It's in the GS750E playlist if you want to check it out. ruclips.net/video/2hUhSE9djl0/видео.html
You just “made me” buy a beautiful 1980 GS850 - I love those bikes!! Thanks for all the info !! I’m from Illinois, close to Chicago. Note: any ideas for an exhaust louder than the original?? (Probably the only mod will do)
You can't go wrong with the Delkevic "classic megaphone" system. I recommend the stainless one over the black one. Go one size up on your pilot jets and one size up on your main jets. That should get you really close on your jetting. Here's a video of me installing the Delkevic system on my GS1100L:ruclips.net/video/QyMiNwRSzIk/видео.html&si=WtDn6RGh1OnjMRBJ Cheers!
This era of Japanese motorcycles are bulletproof. Build quality is excellent, low price point and fun for days! Nice scooters bro. I don't see alot of older Japs as nice as these.
Hi Vernon, I do a little of both (collecting and selling). I have had the GS1100G the longest time of the bikes in the garage currently. I would consider selling it if the price is right. If you are interested in talking seriously about it, you can contact me via email: jonsmotorcycle@hotmail.com
I had a GT750 Suzuki hand ported with hanco stinger exhaust and firm strut pressure, it would eat a standard GS. But you're right the Suzuki big bikes were a great ride
Very cool Brian! Even my stock GS1100G feels like it could use a 6-speed. They were geared for the 55 mph speed limit back then. If you figure out an easy 6-speed swap, let me know 😉.
Great questions Roger. I will talk torque because it's a better indicator of what the bike feels like to ride. The GS1100G makes about 20ft-lb more torque than the GS750E at any rpm. So, the GS1100G always feels snappy and pulls hard from 2500 rpm until redline. The GS750E's power builds as revs rise, and it has a higher rev ceiling, but it never feels as instant when you feed in throttle. I don't notice a drivability difference between the chain and shaft drives. The GS850G is a great motorcycle (same frame as the GS1100G, actually). I personally like the abundant torque of the GS1100G. Since all three bikes are about the same size and weight, the GS1100G gets my vote.
@Roger Thornhill No problem Roger. I don't know the exact hp figures for the bikes. Online sources aren't all that reliable. Probably 65hp for the 750 and 90hp for the 1100.
Main difference between 750 and 1100 GS engine bottom have crankshaft bearings, 750 have plain bearings and 1100 have roller bearings. Plain bearings needs more oil pressure. That why its have oil temperature meter and oil cooler.
Never met a plain bearing Suzuki engine of the era that didn't blow up at some point. Always get the roller crank. Either the 8 valve 750, 850, 1000, 1100 or the 16 valve 1100. Unless you just want to putt about.
The GS roller bearing models are some of the most overbuilt, reliable engines out there but I wouldn't hesitate to pick up a nice running GS750E 16-valve.
Thanks Doc! No new camera or settings though I'm glad that the footage looks good. My videos look really good when I'm editing them but sometimes loose some quality when uploaded. Darn technology!
Hello, I have asked many people this question. No one can give me an answer. I have a 1983 Suzuki GS 850g. Does anyone know if the header pipe from the same year model gs1000 is the same and they will interchange? I know that the castings are the same. It's just a different inner bore. Does anyone know if the head pipe from from a gs1000 will fit on a gs850
I'm not sure. Maybe someone else knows? You could check with an aftermarket exhaust company to see if the exhaust header part # is the same for the GS1000 and GS850.
The GS1100E was better than the G since it had a chain drive. Chain drive is better for a sport bike. Also, if he would have compared the chain drive version 1100 to the 750, the handling should have been super close because they were really the same size and almost the exact same weight too. The 1100 just had bigger pistons and more power. I let my girlfriend ride my '81 square headlight 1100 because it was so civil. Was not scary if you didn't try to make it scary. But if you tried to make scary, it would cooperate. I did have it showing 143 Mph once.
I sold the GS750E and picked up a beautiful 1983 GS1100E. Here's my GS1100E vs. the GS1100G. Shaft-drive usually has a negative impact on handling, but the Suzuki shaft-drive is one of the best. No drive lash or shaft jacking. Let me know what you think of the video: ruclips.net/video/4RO1oh4krvc/видео.html&si=_u7DIeABXa9pvyKD
The 850 was kind of a 750 with shaft drive. It had lower compression than the 750 and it was heavier and less sporty. The 850 is a good low maintenance daily rider. The GS1000G was basically a bored out 850. Consequently, the 1000 feels a bit noodley in the suspension department. The GS1100G was significantly beefed up frame/suspension and motor wise.
@@jonsmotorcyclerescueandrev3538 Hey, I remember reading magazine tests, back when these were new, that the 850G was based on the 8 valve 750, while the 1000G and 1100 G were based on the newer and lighter 1000E engine. One thing that might prove this is if the 1000G / 1100G cases have a place in the case for a kick - starter - as the 750 / 850 did, but the 1000 didn't. I don't think Suzuki was able to get more than the 850 out of the old 750 cases and cylinder block. I'm sure Suzuki wanted a 900G, but 850 was as big as the 750 parts would allow at the time. They chose the 750 over the 1000E as the base for the first shaft drive model (850G) because it had a 2 year proven reliability record, where the new lightweight model 1000E was still relatively unproven.
@Scott B Right on. I've owned them all and prefer the 1100G. I think it's one of the most underrated bikes of the early 1980's. Just my personal opinion. 🙂
Everywhere except America, the four valve motor was a GSX, GS is the 2 valve motor. The GSX1100E TSCC was first production motorcycle with 100bhp and precursor to the later SACS oil cooled GSX-R750/1100. (SACS motors are still my favourite, maybe of all bikes even though I also have Honda's and Yamaha's) The 16 valve 750 and 1100 are just about identical, including weight so 'we' always classed 750 as overweight 1100 1982 both should have been 4 valve GSX motors, the 2 valve is older design probably sat in a dealers until year of registration or maybe, being an 'L' , Suzuki were using up older motors in US market? Jeez, find someone who knows how to set the carbs up on those things, 3 out of 4 bikes you've ridden on the two video's I've watched sound terrible at start/low rpm
Since I'm in America, I used the American market designations. Starting in 1982, the 2-valve per cylinder 1100cc bikes (GS1100G, GS1100L, & GS1100GK) were produced alongside the 4-valve per cylinder 1100cc GS1100E. All 2-valve per cylinder 1100s were shaft-drive. In the million plus views my channel has gotten, you're the first person to complain about the way the bikes sound. The 2-valve per cylinder Suzuki motors are noisier than the 4-valve per cylinder bikes. Maybe that's what you're hearing? Cheers!
@@jonsmotorcyclerescueandrev3538 Nope, clutch rattle, heard it many times. When it sounds like a big end knock, almost always starter clutch bolts have come loose. GS 1000/1100 were known for it. I moved to central Florida 1999, which is why I know about US designation. Had some 'interesting' conversations with a guy I worked with who had been in Suzuki tech services (the people dealers call when they have a problem) Learned a few things about American riders breaking stuff I had never seen in Britain although I was aware Japanese engineers often told Europeans they were using the bike wrong without actually saying 'outside of design parameter' Gerry told me about clutch coming out side of motor (ripping off clutch cover) on a pre-launch prototype GS 1100 press bike, they ended up strengthening clutch basket (3 or 4 times) and putting straight primary cut gears to prevent side thrust. Engineers went crazy, Gerry even did fake Japanese accent 'you ride bike wrong' 🤣
@@jonsmotorcyclerescueandrev3538 One thing I forgot to mention, I'm probably the only professional Suzuki mechanic who worked on them when they were new who has made comments? I'm not complaining, I'm pointing out a fact on the rattle. If you didn't have a separate shielded microphone, there are frequencies built in camera mics amplify, that is another possibility? The two valve motors should be quieter as they run tighter valve clearance (0.001"~0.003"), have less valves plus bucket and shim is inherently quieter than rocker arm. Cam chain tensioners stick on either but are simple to free off (although there were several faulty ones, most were changed under guaranty) There is a possibility, due to age, the dampers between clutch gear and basket are worn or damaged?
![KSI - Dirty [Official Visualiser]](http://i.ytimg.com/vi/VoDh1h1dPUE/mqdefault.jpg)
RUclips needs more Creator's of this Genre.We love ol bikes
Thanks Ricky!
Started my motorcycling career in Rhodesia in the mid-70's. These two were some of the best machines to travel long distance to motorcycle rallies. The memories the exhaust notes evoke!
So cool! Thanks for sharing the memories. Cheers!
One thing I would like to add about the GS series of motorcycles is their aesthetics, which is an important factor. The early 1980's Suzuki GS series of motorcycles are simply drop dead beautiful. They are mechanical works of art and their beauty on top of their performance is icing on the cake. What more could one ask for? They had just the right amount of chrome, just the right amount of sport appearance without going overboard. If ever there was a sleeper appearing motorcycle, this was it. I've never seen another motorcycle like this and I am surprised Suzuki no longer manufactures this style of motorcycle. I feel they are really missing the boat here. I think it would be a hot seller. Today's motorcycles with the rider bent over the fuel tank, etc., just looks like a crotch rocket marketed to street heroes who in their dreams imagine themselves as some kind of professional racer. No thank you. I'm an adult, not a teenager.
I have a friend who bought a brand new 1981 Suzuki GS 1100E and it was just an amazing machine. When he gave me a ride on it, I was just aghast with how brutally fast it would accelerate! The power was just nothing short of jaw-dropping and the throttle response was instantaneous. The adrenaline rush it provided was without equal. It felt like riding on a missile, yet toodling around town it was very well mannered, quiet, handled well and could get 50 mpg. It was having your cake and eating it too. Again, what more could one ask for? I feel that when Suzuki abandoned the unique marketing niche they had cornered which this motorcycle so nicely filled, when they went with the crotch rocket look instead, was a mistake. Sigh...:( Apparently they had great engineers but their marketing department wasn't an equal to the engineering department.
My friend would take his GS 1100E to the Suzuki dealer every spring for a tune up and knowing the mechanics, he would let them race his motorcycle against the newest version every year. His GS 1100E was bone stock and yet every year it would trounce the new versions. The mechanics explained it as an accidental factory blueprint where all the parts just fit perfectly together, generating more horsepower than other motorcycles. As an AMSOIL Dealer, the AMSOIL synthetic motorcycle oil I provided him helped too of course. :) He told me there was a noticeable power increase using AMSOIL.
When my friend decided to sell his GS 1100E, he gave me the first chance to buy it, as I loved that motorcycle, but I just didn't have the money to buy it. In 1981, he spent about $4,500 for it and back then that was a big chunk of change. It had about 12,000 miles on it, had never been in a crash, it needed a new rear tire and a battery. That was it. I reasonably thought he was asking thousands of dollars for it. Several months later when I ran into my friend again, he said he had sold his GS 1100E and when I asked him how much he had sold it for, (please make sure you are sitting down!), he told me he had sold it for $300! I was flabbergasted. I had $300 in my wallet the day he offered to sell it to me! If I had known he was going to sell it for such a low price, I would have jumped on that deal in an instant.
For the GS series of motorcycles to have the strong following they do to this very day, this should indicate to Suzuki there is a strong market for these motorcycles. I submit they would be very wise to bring this great motorcycle back.
Preach it! I think the classic UJMs are making a comeback. Suzuki recently introduced a new Katana with styling to evoke memories of the original. Kawasaki has the Z900RS, Yamaha the XSR900, and Honda had the CB1100. All of these bikes are extremely good machines and far more capable than the vintage bikes they pay homage to. I still like the originals though. The simplicity, robustness, and mechanical beauty of the originals is unmatched in my humble opinion.
@@jonsmotorcyclerescueandrev3538 - I agree 100%. Many people are of the frame of mind that just because something is newer, it's must somehow be better and that is not always the case at all. For instance, the vehicles that are being manufactured today are just butt ugly. All the trucks and SUV's have this big, fat and flat looking front end, as if they had hit a flat wall! Even the colors that are offered, which is 95% or more of silver, white, black, gray or some shade thereof. I don't know what's going on with that. I'm guessing those colors and shades are less expensive to manufacture than other colors. When we want to know the truth, follow the money. Look at the cars in any given parking lot and you'll see what I mean. The colors of the vehicles are simply boring. But hey, "Newer is better". I had a 1969 Yenko Camaro for many years. Changing the spark plugs was a snap and it only took about 15 minutes. With today's cars, you open the hood and you can not even *see* the spark plugs! Jon, do you know if Suzuki kept using the T.S.C.C. engine technology they pioneered with the 1981 Suzuki GS series? Are they still using that technology today? What a brilliant engineering design that was! Also, what e-mail can I reach you at? I have an offer for you.
@@HiTechOilCo I know Suzuki uses some form of TSCC but I'm sure it's more efficient and computer analyzed now. You can reach me at jonsmotorcycle@hotmail.com
@@jonsmotorcyclerescueandrev3538 - Okay Jon, you have mail. :)
@@HiTechOilCo Thanks for letting me know. I don't check that account as often as I should.
Thanks for posting such a great video! Warms the heart of us old GS riders. Used to putt around on two different GS1000's and a 650 Tempter of all things. Restoring a '82 GS750T right now, and keeping it all stock, as they were as close to perfect as possible just the way Suzuki made them.
You're welcome Larry! Glad to meet a fellow GS rider - keep them rolling!
Watched this morning. Noticed the lower rpm on the 1100 at 60mph compared to the 750 at 60 rpm both in 5th gear. Nice. Recognized the roads and scenery. Miss the "green" of PA living here in FL.
Never lived in Pa but when I did make it up there a few years ago it was so much like 'home' I was driving on wrong side of road (I'm British, now in central Fl.)
I''ve had both 750 and 1100 in the 1981 Square headlight models. Liked both, but found the 750 worked better for me at my size and age, way back then.
Right on!
The 1100 was exactly the same size and close to the exact same weight. Only the bore and stroke really differed. The 1100 was just more powerful in the end. So not understanding the size thing at all.
@@markr.1984 They said "my size and age".
Thanks for the video, for those of us who were born too late and are just now falling in love with these without having ridden them yet, it helps study the decision which model I want to restore first. There cant be enough of these videos.
Thank you! I hope they inspire others to rescue these classics!
Awesome video, exactly what I wanted to see. I have a 750cc, my second motorcycle, just started riding this summer. Anything larger than 750cc scares me, not the speed or power but the weight of the bike. I feel like my 500lb+ bike is just about the limit of what I can handle comfortably but I don't know, I never road anything else. Thanks for sharing!
You're welcome. I'm glad you liked the video!
I never had a 750 or 1100 Suzuki.
I had the GS650E and the SV650.
The GS was a great bike with a very smooth engine and great performance for the era.
These 2 here look and sound amazing👌
Thanks!
The sound of both bikes brings back so many fond memories. I had a 1983 Suzuki GS 550ES with a Yoshimura 4 into 1 pipe. What a sound that bike had. I miss it everyday. Ride safe everyone. Cheers
The 550ES is such a cool bike and I bet it sounded great with the Yosh pipe!
@@jonsmotorcyclerescueandrev3538 It did. Bought it new in '83.
@@rickh8380 Right on!
Excellent! I owned a 550 and an 850 and both were great bikes. Love the sound.
Right on!
I have had 2 GS 750's, a '79 and a '82, both were really great. '82 was more refined, and the engine was a 4 valve per cyl., vs 2 valve on the '79.
It's surprising how smooth and refined the 1982 GS750E is.
love my old gs850gt also has a delkevic sounds awesome and surprisingly good handler with continental go"s
Right on! I've owned the 850 as well - it's hard to beat an old GS!
I have that same bike with same color in the 650, love it
Right on! Did you see my GS650 review?
ruclips.net/video/_lEJNZYWuL0/видео.htmlsi=aI1gT3dz_H5C-dT1
Two beautiful bikes!
Thanks!
I had the GS850G shaft, 20 years ago. Wish I'd kept it. Paid £1000 for it in 2002. They sell for much more now! The engine sounds of all the big GS were the best by far. The 850G was the most comfortable bike I've ever sat on, these 2 here will be the same I'm sure.
@Sunburst75 Right on! I recently learned that from 1982, the GS1100G and GS850G were identical except for engine displacement. Same frame, tank, seat, bodywork, etc. The GS1100G is one of my all-time favorites! Cheers!
@@jonsmotorcyclerescueandrev3538 Yeah and I think the GS1000G shaft was identical to the GS850G apart from engine size. I was looking for a 1000G a few years ago but they're incredibly rare in the UK. There's still a few 850G's around, although pretty rare, but the 1000G's are all hiding in people's garages somewhere I think - going up in value!
@Sunburst75 Yep. I had a 1000G as well, but I don't see many nice ones around currently. They're nice bikes as well. Cheers!
I am looking at your vid and there is something wrong in your specification of the 750GS E. The bike on display is a 16 valve engine and is not a GS, but a GSX 16 valve. The rectangular cam covers was the 16 valve motors and the GS was the 8 valve round can shaft covers. That bike is actually thus a GSX750 E. The 8 valve motors was discontinued in '79. I owned both of these bikes and both absolutely stunning. I was 25 in 1979
In Europe and elsewhere (outside the US), GSX designated 16-valve heads. In the US, the were simply called the GS750E. Model year determined which were the earlier 8-valve bikes or later16-valve bikes. You can easily tell which is which by the cam covers as you said. Cheers!
My friend has a daily rider 82 GS750S. For whatever reason, it is the hardest pulling, fastest stock GS750 I've ever ridden. Faster than another friend's 85 GS750EFE by a wide margin. It will consistently pull up to an indicated 225 km/h in less than a mile. My GS1150EF only pulls to an indicated 235.
The 750E is just a smaller displacement 1100E, really. Side by side, the 750 and 1100 16-valvers are virtually the same bikes - even the wet weight - 530-535 lbs. - is nearly the same. I'd rather have the 1100G as a daily rider or tourer. There is only about a 55 lbs weight penalty (the 1100G is about the same weight as the 1000 shaft - about 585 lbs wet, lighter than the 850G's 600 lbs.) - well worth it for that shaft drive and extra low end torque.
Right on Scott, if the 750 were significantly lighter, smaller, or better handling, I would like it more. But it's so close in size and weight that only the power differentiates between the bikes. For me, I'll take more power please. 🙂
What a great concept for a video...I have a 1980 Suzuki GS1000g
Thank you! I owned a GS1000G many years ago. It was a neat bike!
Correction Please - The '82 1100 did not have a drive shaft. It had a chain drive. I had one. Thanks!
Visually, you can see that the engines are about the same size.
@stukevideo There were four models of the Suzuki GS1100 in 1982. The GS1100G, GS1100L, and GS1100GK all had shaft drive. The GS1100E was the chain-drive model. Cheers!
Interesting! But I owned a GS1100L with chain drive. Maybe I got the wrong year?
@@stukevideo There were chain-drive and shaft-drive GS1100Ls. The chain-drive GS1100L is more rare and the only GS1100 I haven't owned. Cheers!
Thank you for a great review. I had a new GS1000G back in 1982. I also fitted a top half fairing and lower bars. Having listened to the four into one, I wish I'd fitted one of those as well. I'd love to know your thoughts comparing the shaft drive to chain drive. I enjoyed the no maintenance aspect, but never knew if there was any other advantage/disadvantage.
The 1982 GS1000G was a great bike. I mention that bike and answer your questions in a video that will release tomorrow. However, I'll answer your question directly 😉. Suzuki's shaft-drive system is fantastic. Other than a 25-30 lb weight penalty over the chain-drive bikes, their shaft-drive bikes suffered none of the usual shaft-drive drawbacks. So, the GS1000G was similar to the GS1000E in handling and ride. The GS1000E had a slight advantage in all-out sport riding and straight-line acceleration. But in everyday riding, there was little to separate the two bikes. Starting in 1980, the 1100cc performance models got 16-valve heads (rectangular valve cover end caps). This motor was a monster above 6k rpm. Cheers!
I find your comparisons interesting, and these are the kind of bikes I used to ride and enjoy for many years from the early 80s onward. I also find that the UJMs, especially from around 1980, have the best look to them. But I grew tired of the busy, and often buzzy, nature of the inline fours, and today I mostly buy twins, primarily for how much more - to me - relaxed they sound, but also because the twins usually do not put my fingers to sleep the way fours often do, despite more vibrations. My last inline four was a 2008 CBF1000A, and admittedly it was very smooth and also very fast, but the twins give me a more visceral experience. By that I mean they often feel faster than they are, whereas the more flexible power delivery from a well running inline four of similar size and power feels more rubber-like. That's despite tending to actually deliver better performance. For outright performance, nothing will beat the inline four, but riding for me is more than just performance these days. Still, very glad to see that you enjoy your old UJMs, and that you keep them in such great condition!
Thank you! Ah, the age-old twin vs four debate. You bring up some great points. I have owned many twins - Harleys, Ducatis, Aprilias, TLs, DLs and SVs, the Africa Twin, and many other parallel twins. I like them, and they do feel relaxed at speed. However, any big-bore, performance twin I've been on doesn't like to rev below 3,000-3,500 rpm. They get clunky below that rpm and send wierd vibes through the bike. Above that, they feel abrupt on and off throttle - which some people like. It makes the performance twins feel punchy. Smaller displacement inline fours feel rubbery to me, and in the sub 800cc bikes, I like the twins. However, for me, it's hard to argue with the sound, flexibility, performance, and feel of a big inline four. This is especially true for the shorter rides I tend to do where the vibes don't bother me. Cheers!
@@jonsmotorcyclerescueandrev3538 Not so much a debate as personal preferences 😄I know what you mean about not liking low revs, but not all are like that. My current build feature an XV1100 engine, and it tolerate 1200rpm in top gear, and from 1700rpm, you can use as much throttle as you want with no protests from the engine. And it still pulls from 40 to 75mph in fifth gear in less time than my former 1983 CB1100F. Above that, the CB kill the XV, but I mostly sit around 60 anyway. My F800ST is also remarkably flexible. For a twin. Most inline fours will accept full throttle in any gear from idle onwards. The BMW K1100RT is probably the most flexible engine I have experienced, pulling strongly from 800rpm in top! No twin can duplicate that.
@64faffi Right on. You're correct. The XV1100 is a cruiser motor and much more tolerant of low revs than a performance V or L twin. And it is personal taste. Most engine configurations offer reliability, excitement, and performance. The feel each provides is subjective, and as such, there isn't a right or wrong answer. Cheers!
I had a GS850G in the 80s and loved that 4cyclinder sound and throttle response. On the highway I found myself "searching for 6th" because of the revs and vibration. How does the 1100 do at highway speeds? I'm thinking of buying one.
It does better. You may still wish for a 6th gear, and you do still get a little 4-cylinder vibe, but it will cruise smoothly at 70 all day long. Put over 100 miles on mine yesterday - pure joy!
Great video! I love the old muscle bike! I have actually both of these bikes, seriously, lucky me! but I recently put a Delkavic header on my bike and I've lost all the power! Any advice?
You should rejet your carbs if you haven't already. With a stock airbox, you should go up one or two sizes on your mains and pilots and about 3 turns out on the air-fuel screws. Cheers!
@@jonsmotorcyclerescueandrev3538 thanks tons
@@TrioTravels3 You're welcome!
Nice driving visual, Epic.
man I love the sound of 1100, currently rebuilding the smaller displacement version (GS 850) I am amazed to find a few videos of the exact same color and striping detailing it's interesting how every bike I see is slightly different so my question is where did you get your striping from or did a paint shop help find a stencil, or did you free hand the pinstriping on the GS 1100. I tried to save the original pinstriping when I was repairing my fuel tank but it was impossible. there was too many nicks and dings ..I had to sand it all down to bare metal and build my way back up.
Great question Jeffrey! The pinstripe on the 1100 is a mix of factory (the plastic side panels and around the back half of the tank) and my own work using over-the-counter vinyl pinstripe. Vinyl is forgiving and you can peel it of if you don't like it. I experimented until I was happy with the look. It likes to be put on when it's warm weather and a hair dryer helps around corners. 🙂
Hi John. First time viewer. I just bought a 1980 GS 1000 G. It’s been in a heated garage sitting since 1993. We are going through all the necessary start up procedures and I’m excited to work on the bike everyday. Now watching your video has really gotten me going.
On an off subject I really like your leathers. Where can I find a set if I may ask? I’ve shared your video with another friend obsessed with the gs series.
Thanks Rick! I have LOTS of GS videos on this channel. Everything from restoration videos to reviews and comparisons. My leathers are A&H Apparel chaps and a New World Fashion jacket that I bought 25 years ago. Cheers!
Where are these roads..
PA
Hello there are the handlebars on your 750E stock if not what are they. I would like those for mine. Super Video!
Thank you! The bars are the Emgo "Magna Wide" bars. I use them on many of my bikes. Cheers!
love the pinstripes, looks great! Vinyl? another great video!
Thanks Pete!
nice comparison, im guessing the 750 is down 15 to 20 or so ft/lb from the 1100. that would make a very noticable difference on bikes in the 5 to 600 lb. range, down low in the rpm's.also figured the 1100 would be geared a bit higher due the increased torque & lower redline as well. either way, im sure there both a joy to ride.thanks.
You're welcome. Glad you enjoyed it!
like the bikes , like the vid. dont see many of these around same as the old kaws
Thanks David!
Jon, an interesting comparison..I liked your rubber-band thoughts as it explains why I choose to ride
my gs-1000g over my zrx-1200r as my weekly ride.There is no rubber band in the Zrx, its balls to the wall everytime to turn your wrist.My 1000g is much more sedate and not serious till 4k, even then its
much more predictable...Rubber band effect is good for me ...luv the vids...Cheers.!
Thanks Gilbert! I'll be riding the GS1100G over to a video shoot this morning. Any excuse I can get to ride it makes me smile!
Awesome video! How did you get the chrome to shine so well?
Thanks! I just try to keep the bikes clean. I polished the engine cases on the GS750E and made a video of it. It's in the GS750E playlist if you want to check it out. ruclips.net/video/2hUhSE9djl0/видео.html
You just “made me” buy a beautiful 1980 GS850 - I love those bikes!! Thanks for all the info !! I’m from Illinois, close to Chicago. Note: any ideas for an exhaust louder than the original?? (Probably the only mod will do)
You can't go wrong with the Delkevic "classic megaphone" system. I recommend the stainless one over the black one. Go one size up on your pilot jets and one size up on your main jets. That should get you really close on your jetting.
Here's a video of me installing the Delkevic system on my GS1100L:ruclips.net/video/QyMiNwRSzIk/видео.html&si=WtDn6RGh1OnjMRBJ
Cheers!
Beautiful bikes! What exhaust is on the GS1100G?
It's a Delkevic. Classic Megaphone is the style on the GS1100G. I love it!
The 1100g definitely had more four cylinder buzz. It could've used a balancer in my opinion.
I agree. The 750 is smoother. Cheers!
This era of Japanese motorcycles are bulletproof. Build quality is excellent, low price point and fun for days! Nice scooters bro. I don't see alot of older Japs as nice as these.
Thank you!
Do you sell these or collect them? I love that G!
Hi Vernon, I do a little of both (collecting and selling). I have had the GS1100G the longest time of the bikes in the garage currently. I would consider selling it if the price is right. If you are interested in talking seriously about it, you can contact me via email: jonsmotorcycle@hotmail.com
I had a GT750 Suzuki hand ported with hanco stinger exhaust and firm strut pressure, it would eat a standard GS. But you're right the Suzuki big bikes were a great ride
Right on! I would love to try out a nice running GT750.
I always wanted to try the Suzuki RE5 rotary
@@landrmonty That would be a neat one to try. I've seen a few but never had the chance to ride one either.
I have a 1983 GS1100G with a 1166 kit with higher compression. It seems low geared and could easily handle having a 6th gear.
Very cool Brian! Even my stock GS1100G feels like it could use a 6-speed. They were geared for the 55 mph speed limit back then. If you figure out an easy 6-speed swap, let me know 😉.
What is the horse power of both?
Also what’s difference of shaft vs chain on them?
Any thoughts of the Suzuki 850 ?
Good video
Great questions Roger. I will talk torque because it's a better indicator of what the bike feels like to ride. The GS1100G makes about 20ft-lb more torque than the GS750E at any rpm. So, the GS1100G always feels snappy and pulls hard from 2500 rpm until redline. The GS750E's power builds as revs rise, and it has a higher rev ceiling, but it never feels as instant when you feed in throttle. I don't notice a drivability difference between the chain and shaft drives. The GS850G is a great motorcycle (same frame as the GS1100G, actually). I personally like the abundant torque of the GS1100G. Since all three bikes are about the same size and weight, the GS1100G gets my vote.
@@jonsmotorcyclerescueandrev3538 ok thanks for that. I like referencing hp all the same . Thanks
@Roger Thornhill No problem Roger. I don't know the exact hp figures for the bikes. Online sources aren't all that reliable. Probably 65hp for the 750 and 90hp for the 1100.
@@jonsmotorcyclerescueandrev3538 that’s pretty impressive. My 76 r90 is barely 60 hp.
My first bike was a gs550 and I loved it
@@59jaguar Right on!
Main difference between 750 and 1100 GS engine bottom have crankshaft bearings, 750 have plain bearings and 1100 have roller bearings. Plain bearings needs more oil pressure. That why its have oil temperature meter and oil cooler.
Right on.
Didn't the GS750 have roller bearings on the 8 valve models prior to 1980?
@@steviek2666 I'm not 100% sure if either the 8 valve or 16 valve bikes had or didn't have roller bearings at the crank.
@@jonsmotorcyclerescueandrev3538The official Suzuki parts list shows plain bearings on the 16 valve and roller bearings on the 8 valve.
Great video.
Never met a plain bearing Suzuki engine of the era that didn't blow up at some point. Always get the roller crank. Either the 8 valve 750, 850, 1000, 1100 or the 16 valve 1100. Unless you just want to putt about.
The GS roller bearing models are some of the most overbuilt, reliable engines out there but I wouldn't hesitate to pick up a nice running GS750E 16-valve.
Great comparison video Jon, did you get a new camera? footage looks awesome.
Thanks Doc! No new camera or settings though I'm glad that the footage looks good. My videos look really good when I'm editing them but sometimes loose some quality when uploaded. Darn technology!
Hello, I have asked many people this question. No one can give me an answer. I have a 1983 Suzuki GS 850g. Does anyone know if the header pipe from the same year model gs1000 is the same and they will interchange? I know that the castings are the same. It's just a different inner bore. Does anyone know if the head pipe from from a gs1000 will fit on a gs850
I'm not sure. Maybe someone else knows? You could check with an aftermarket exhaust company to see if the exhaust header part # is the same for the GS1000 and GS850.
The GS1100E was better than the G since it had a chain drive. Chain drive is better for a sport bike. Also, if he would have compared the chain drive version 1100 to the 750, the handling should have been super close because they were really the same size and almost the exact same weight too. The 1100 just had bigger pistons and more power. I let my girlfriend ride my '81 square headlight 1100 because it was so civil. Was not scary if you didn't try to make it scary. But if you tried to make scary, it would cooperate. I did have it showing 143 Mph once.
I sold the GS750E and picked up a beautiful 1983 GS1100E. Here's my GS1100E vs. the GS1100G. Shaft-drive usually has a negative impact on handling, but the Suzuki shaft-drive is one of the best. No drive lash or shaft jacking. Let me know what you think of the video: ruclips.net/video/4RO1oh4krvc/видео.html&si=_u7DIeABXa9pvyKD
Jon, where does the 850 and 1000 fall in at between the 750 vs 1100?
The 850 was kind of a 750 with shaft drive. It had lower compression than the 750 and it was heavier and less sporty. The 850 is a good low maintenance daily rider. The GS1000G was basically a bored out 850. Consequently, the 1000 feels a bit noodley in the suspension department. The GS1100G was significantly beefed up frame/suspension and motor wise.
@@jonsmotorcyclerescueandrev3538 it’s fair to say that you would prefer the 750 and 1100 over the 850 it 1000?
@@poppatello I have owned them all. I like the 1100G the best. Just my personal preference. 🙂
@@jonsmotorcyclerescueandrev3538 Hey, I remember reading magazine tests, back when these were new, that the 850G was based on the 8 valve 750, while the 1000G and 1100 G were based on the newer and lighter 1000E engine. One thing that might prove this is if the 1000G / 1100G cases have a place in the case for a kick - starter - as the 750 / 850 did, but the 1000 didn't. I don't think Suzuki was able to get more than the 850 out of the old 750 cases and cylinder block. I'm sure Suzuki wanted a 900G, but 850 was as big as the 750 parts would allow at the time. They chose the 750 over the 1000E as the base for the first shaft drive model (850G) because it had a 2 year proven reliability record, where the new lightweight model 1000E was still relatively unproven.
@Scott B Right on. I've owned them all and prefer the 1100G. I think it's one of the most underrated bikes of the early 1980's. Just my personal opinion. 🙂
Definitely don't miss those 85 mph speedometers.
Yep. They're easy to read though. And, after 85 mph I really should back off on these classics. Cheers!
Once i bought my V65 Honda, i had to sell my GS650g, it just felt slow.
Yep. I'm a tall guy and not at the stage where I'm going lighter and slower yet.
Funny really, he likes the bars, I think they look really wide
They are lower and wider than stock. They give more leverage than the stock bars and help the handling of these heavy bikes.
Why does the speedo only go to 80mph on these American bikes
Silly government mandate...
Picking up an 81 gs750 w 15k this week. Cheap
Nice! I have a whole series on the GS750E restoration if you need some inspiration.
Padu yop👍
Everywhere except America, the four valve motor was a GSX, GS is the 2 valve motor.
The GSX1100E TSCC was first production motorcycle with 100bhp and precursor to the later SACS oil cooled GSX-R750/1100. (SACS motors are still my favourite, maybe of all bikes even though I also have Honda's and Yamaha's)
The 16 valve 750 and 1100 are just about identical, including weight so 'we' always classed 750 as overweight 1100
1982 both should have been 4 valve GSX motors, the 2 valve is older design probably sat in a dealers until year of registration or maybe, being an 'L' , Suzuki were using up older motors in US market?
Jeez, find someone who knows how to set the carbs up on those things, 3 out of 4 bikes you've ridden on the two video's I've watched sound terrible at start/low rpm
Since I'm in America, I used the American market designations. Starting in 1982, the 2-valve per cylinder 1100cc bikes (GS1100G, GS1100L, & GS1100GK) were produced alongside the 4-valve per cylinder 1100cc GS1100E. All 2-valve per cylinder 1100s were shaft-drive. In the million plus views my channel has gotten, you're the first person to complain about the way the bikes sound. The 2-valve per cylinder Suzuki motors are noisier than the 4-valve per cylinder bikes. Maybe that's what you're hearing? Cheers!
@@jonsmotorcyclerescueandrev3538 Nope, clutch rattle, heard it many times. When it sounds like a big end knock, almost always starter clutch bolts have come loose. GS 1000/1100 were known for it. I moved to central Florida 1999, which is why I know about US designation. Had some 'interesting' conversations with a guy I worked with who had been in Suzuki tech services (the people dealers call when they have a problem) Learned a few things about American riders breaking stuff I had never seen in Britain although I was aware Japanese engineers often told Europeans they were using the bike wrong without actually saying 'outside of design parameter'
Gerry told me about clutch coming out side of motor (ripping off clutch cover) on a pre-launch prototype GS 1100 press bike, they ended up strengthening clutch basket (3 or 4 times) and putting straight primary cut gears to prevent side thrust. Engineers went crazy, Gerry even did fake Japanese accent 'you ride bike wrong' 🤣
@@jonsmotorcyclerescueandrev3538 One thing I forgot to mention, I'm probably the only professional Suzuki mechanic who worked on them when they were new who has made comments? I'm not complaining, I'm pointing out a fact on the rattle. If you didn't have a separate shielded microphone, there are frequencies built in camera mics amplify, that is another possibility? The two valve motors should be quieter as they run tighter valve clearance (0.001"~0.003"), have less valves plus bucket and shim is inherently quieter than rocker arm. Cam chain tensioners stick on either but are simple to free off (although there were several faulty ones, most were changed under guaranty) There is a possibility, due to age, the dampers between clutch gear and basket are worn or damaged?
If we were neighbors we'd be friends
Right on Mick!
Thats a GSX 750 with 16 valves DOHC Engine 😅
Yes, outside of the US it is. In the US, the 16-valve bikes (750cc & 1100cc) retained the GS750E and GS1100E names. Cheers!
Wish I'd never unloaded my mint 1980 xs11 special.
Right on! I'm working on mine right now.
@@jonsmotorcyclerescueandrev3538 Subbed