Suzuki

SUZUKI

NEW FOR '93

THREE LIQUID-COOLED GSX-Rs AND A REWORKED RM250 LEAD THE WAY

HOT ON THE HEELS OF WHAT SUZUKI CALLS a “successful and profitable” year in 1992, the company rolls into '93 with redesigned sportbikes and an updated dirtbike line.

Headlining Suzuki’s ’93 lineup are a pair of all-new liquid-cooled sportbikes-the GSX-R750 (see test, Cycle World, September, 1992) and GSX-R1100. Both follow the general design direction established by the '92 GSX-R600: compact, liquid-cooled engines with higher horsepower potential, reshaped, more slippery bodywork, and redesigned all-aluminum frames with less weight, improved rigidity and top-shelf handling manners.

We covered the liquid-cooled GSX-R750 in depth two months ago, and came away impressed with the bike's upgraded chassis, superb handling and 158-mph top speed. We were less impressed with the bike’s weight, however, as it scales some 60 pounds heavier than the first-generation GSXR750 of 1986. Price has jumped more than we expected, too; the new GSX-R750 will cost $7299, a $600 increase over last year’s air-and-oil-cooled model’s price tag. As with Suzuki’s reworked 750, the GSX-R1100 engine will most likely utilize direct, shim-andbucket valve actuation, a simpler and more compact setup that offers improved high-rpm durability, as well as extended valve-maintenance intervals, possibly as high as the GSX-R750’s 7500-mile schedule. Suzuki has also boosted the 1100 engine’s compression ratio from 10.0:1 to 11.2:1, so power should be at least equal to-and possibly more than-the ’92 version, which pumped out 124 rear-wheel horsepower on the CW dyno. Other features include a five-speed transmission, a quartet of 36mm Mikuni CV carburetors, a conventional oilcooler and a 4-into-2 exhaust system.

1993 Suzuki GSX-R600

The big news, and a bit of a surprise, is the new Open-class GSX-R. Details were sketchy at presstime, but a few well-placed questions and a careful analysis of supplied photos indicates that the 1993 GSX-R1100 engine is completely new, and appears to be directly related in design to the liquid-cooled GSX-R750 motor. The engine itself is more compact than the previous design, thanks to a redesigned cylinder head with narrower valve angle, shorter crankshaft and reduced cylinder pitch, the result of a 2.5mm bore reduction and lmm-longer stroke. The more compact engine yielded major benefits, as engineers were able to position it forward in the chassis for optimal frontend weight bias.

In the chassis department, the big GSX-R features an all-new twin-beam aluminum frame that received its design cues from the updated GSXR600/750 chassis. Using pentagonal main spars and incorporating a removable aluminum subframe and an asymmetrical aluminum swingarm, the new cage is claimed to be both lighter and more rigid than the ’92 frame it replaces. Although chassis geometry specs weren’t available at presstime, we did learn that wheelbase has increased eight-tenths of an inch over the ’92 GSX-R1100.

Front and rear suspension-an inverted, fully adjustable Kayaba fork in front and a fully adjustable Kayaba shock in back-are basically identical to ’92 componentry, though we expect Suzuki to revise damping and springrate settings. Wheels and tires also appear identical to those on last year’s machine, though Suzuki has gone a step further in the braking department and bolted massive six-piston Tokico calipers to the 1 100’s fork legs in place of the four-piston Nissin units fitted last year. Reshaped, more slippery bodywork that looks less boxy than previous plastic is also part of the ’93 GSX-R 1100 package.

If there’s a downside to all this liquid-cooled trickery, it’s weight. Suzuki’s new GSX-R1100 weighs in at a claimed 507 pounds-9 pounds heavier than last year. That’s plenty porky, especially in this age of 432pound Honda CBR900RRs. Suzuki’s suggested retail price for the new GSX-R 1100 is $8199, $700 more than the ’92 version but $100 less than Honda’s 1992 price tag for the CBR900RR.

Rounding out Suzuki’s repli-racer line, the GSX-R600 returns for ’93 in red/white or blue/black livery along with a $200 price increase-the ’93 version will cost $6399.

All three Katana models return unchanged for the new year except for new colors and graphics, and higher prices. Sporting a subdued blue-andgray paint scheme, the 1100 Katana will retail for $7299, a $300 jump over last year. Both the 750 and 600 Katanas return with two color schemes to choose from; the 750 offers black or blue, while the 600 again offers red or blue. Prices are up on these models, too, with the 750 listing for $5899, up $100, while the 600 gets a $200 markup, retailing for $4999.

The rest of Suzuki’s sport and standard lineup returns basically unchanged, with the exception of the 400 Bandit, which gets additional midrange power, a slightly darker red color and gray wheels. It will cost $3999, a $100 increase. Mechanically unaltered, the GSX1100G goes up in price $300 to $6499, the VX800 goes up $100 to $4899, and the GS500’s price tag gets $50 tacked on, the bike retailing for $3299.

Suzuki’s cruisers get little in the way of change. The 1400 Intruder sports either red or black two-tone paint and a suggested retail price of $6699, a $300 increase. The 800 Intruder returns for $4999, a $200 jump, while the GN125 will set entry-level folks back $1999, a $100 increase.

Surprisingly, the biggest change to Suzuki’s dual-purpose models-aside from new graphics-is directed toward the smallest of the trio. For ’93, the DR250S gets an electric starter and a $3499 price tag, a $300 increase. The DR350S will cost $3599, a $100 boost, while the Open-class DR650S will retail for $3899, also a $100 increase.

Highlighting the changes to Suzuki’s 1993 dirtbike line is a new frame for the RM250 motocrosser. Designed along the lines of the ’92 RM125’s, the new 250 frame uses square-section tubing for the backbone and rear downtubes. Using square tubes instead of conventional round tubes significantly increase frame rigidity, reduces headshake, and increases steering and cornering precision, according to Suzuki.

Both the $4299 RM250 and the $3699 RM125 boast a smoother, cleaner appearance for ’93, with black, 2-gallon fuel tanks protected by extended, bright-yellow radiator s’coops that completely cover the tanks’ sides. Each bike has a longer, flatter seat, yellow fenders-the rear one a new design-and white side numberplates.

Notable changes have been made to the 125 and 250 engines, including rebalanced crankshafts, revised cylinder porting, a 36mm Mikuni carburetor for the 125 and a 38mm Keihin for the 250, higher-volume airboxes and more effective radiators.

Suspension updates for the 125 and 250 RMs include a new rear shock with a 5mm-larger compression piston, a change that reportedly decreases lowspeed harshness. Larger-diameter bolts are used in the unchanged shock linkages to increase strength. A new Showa fork features thinner-walled tubes, new compression and rebound damping settings, and reduced cavitation.

The popular RMX250 enduro bike didn’t get overlooked for ’93, either. Because the RMX and RM250 share the same powerplant, the $4299 RMX has received similar engine updates. And, unlike years past, the RMX’s exhaust-valve and carburetor-slide travels are no longer restricted in order to pass EPA requirements. Additionally, a less restrictive, but still off-road legal, muffler is standard. Should a ’93 RMX owner need more urge, Suzuki will have an optional power kit available later in the year.

Although the RMX didn V get the new frame, fuel tank and radiator scoops, it did get new suspension similar to that of the RM250, but with damping and spring rates selected for off-road rather than track use.

Unchanged for 1993 with the exception of graphics is the $2249 RM80 mini-MXer and the four-stroke DR250 and DR350 models, which list for $3299 and $3599, respectively. □