FIU Magazine issue 1

Weight was carefully monitored. Parts would be tested, then
lightened, then tested again, then lightened, until they finally
broke. That’s how they found the limits. The rear suspension was
also worked on to reduce weight and lower the centre of gravity.
The GSX-R750 was released in 1985 and, a year later, the
GSX-R1100, with its 1052cc engine, was released, remaining
faithful to the mantra of the lightest weight possible, combined with
extremely strong mechanicals.
At the time, reviewers hailed the power, handling and weight of
the new kid on the block. Of course, in comparison with what came
later, especially in the form of the Fireblade, it retrospectively looked
large, heavy and unstable, but that was all in the future. For now,
Suzuki had a winner on its hands.
In 1989, the ‘K’ model was introduced, using the new 1127cc
engine. Weight had crept up thanks to a shorter, stiffer (and heavier)
frame but handling was slightly suspect, possibly due to badly setup
suspension. It gained a reputation for ill-handling that wasn’t
helped by the death of Phil Mellor at the TT in 1989 on his ‘K’ model
GSX-R1100. James Whitham also crashed his GSX-R out of the race.
1989 GSX-R750
1993 GSX-R1100
In 1990, the ‘L’ model was released, with a longer wheelbase to
address the problems with the handling. 1991 saw the ‘M’ model,
which was changed cosmetically and then the ’N’ model which also
had further cosmetic changes.
The next big change came in 1993 with the adoption of water
cooling, which brought an increase in power to 155bhp at the crank.
As with all Suzukis the new engine was extremely strong and could
be tuned to give another 30% power without the need for forced
induction. These new models were designated WP and, several
variations, named WR, WS, WT, WV and WW, followed. Most of the
changes were cosmetic and the engine and suspension and other
components were mildly tweaked.
1998 saw the last of the 1100s and it would be a three year wait
until it was properly replaced.