1982 Suzuki GS1100Gl

[old_skool]

being sold for $250, 30k, needs tank replaced(dented/leaks), carbs cleaned and tires(probably more) but ran last year before parked. Good deal for these
GS1100's ?? Not sure if worth restoring and sell, or better to part out.

[MacMcMacmac]

Depends. How mechanically inclined are you? They will need the same amount of work an XS11 in the same condition will. Parts will likely be far more available though. The "G" means it's a shaft drive, and "L" means it's a cruiser, so it's the Suzuki equivalent of an XS11 Special, and probably about as popular with Suzuki guys as Specials are with Yamaha guys.

Pluses: Legendary toughness of the motor. Drivetrain is unbreakable.

Minuses: "special, L model" styling, pullback bars, stepped seat, style over substance. Make sure it is charging. Electrics were the weak point of 80's Suzukis.

Could be a cheap hack. The motor would drop into a GS1100G or a GS850, which would result in a far more desirable bike. You'd definitely get your money out of it by parting it out.

[old_skool]

What does dropping it in a GS850 frame do for you, is it not the same frame, what advantages is that? What were the electrical weaknesses? I was thinking it might be worth just as much fixed up and not parted as long as it doesn't take a small fortune to make it into a decent running bike, I haven't seen near the amount of these for sale as the XS11 counterpart. They also seem to more desirable in the drag area where as the XS's seem to be more for the bobber/chopper enthusiast.

[yamtom]

grab it

If its nearby me and you dont want it, lemme know where its at. I am in mid Michigan. If what youve said about it, is accurate, that bike may have another hundred fifty thousand in it. The electrical weakness , is the RR, for which a honda rr is a fine replacement. They also suffer mostly, and by all accounts even more seriously than the xs11 from elec harnesses in poor condition. All contacts will need to be cleaned, and another ground run from the rr to the battery negative along with all other grounds cleaned up. Otherwise, do all the stuff youd do for an xs11, and youre likely to be good to go. I have two gl elevens, and two xs11s, very similar bikes performance wise but the gs engine has a ball bearing crank, and can stand being run low on oil much more than an xs. From what I understand, the two valve bikes, do not need the top end oiling improved like the four valve bikes.

[yamtom]

late edit, more info on gl

Hi, I was late on my edit of the above post, so here goes some more on the gl bikes

. From what I understand, the two valve bikes, do not need the top end oiling improved like the four valve bikes as long as the revs are kept generally above 2200 due to the low oil pressure needed by the bb crank, so , if you plan to do a lot of idling, and very short shifting, it may not be the best. I believe they came from the factory with auto cct, so no real need to worry about that. Ive never heard of the anyone having trouble with the rear ends on gl s like some xs s have. The gearing is about the same as an xs, a little high for road use generally, but the engines hold up to being revved very nicely. I believe that the gl bike, is geared high for a reason, the oil pressure for the bb crank doesnt need to be high, so the top ends, need to have the engine revved to about 2200 on a continuous basis for appropo top end oiling. When I did my carbs on the gl, I found that the 82 model, had whats called the bastage carbs that some 80 xs bikes have, the intermediate models, so it looks like that so called bastage carbset, was actually made for longer than just the 80 models, no big deal, just a tiny bit different. The zuks also have o rings at the carb mount base, that MUST be changed. There is a guy on the gsr list, that sells em for a few bux so no biggie there. The gsr list is great, there is lots of depth of knowledge over there like we have here.

[old_skool]

gsr list? RR? pm also sent

[yamtom]

GS Resources list

Just google GS Resources, and join up, and the whole world of gs lovin will open up to you, haha.

I forgot to add, that the gs is really really touchy about the air box, dont go with pods if you can help it or you will be in a situation of absolute necessity for a confusing,,, rejet. Almost no one on gsr uses pods at all, I have pods on both my yams, no problem with stock jets since I am using basically stock exhausts. That was not the case when I started with the gl, I cleaned the carbs and rebuilt them, and tried to run it with pods, no way, it just wouldnt run right at all until I put the airbox back on.

[old_skool]

What was the acronym RR ? I've seen a few GS's with pods....hmmmm, wonder why the trouble, more air would just mean more gas is needed or tuning

[MacMcMacmac]

Regulator/rectifier, or rectumfrier as some refer to them. The GS system shorts the stator to ground when voltage demand is low. This causes tremendous heat buildup in both the stator and RR. Bad design, but one which is used on many models from many manufacturers. The Suzuki RR just seems to be a little more fragile than most. There are better units available which solve the problem, notably the Compufire 3 phase unit, and the Cycle Electric CE-601, which use a different method to regulate. One GSR member says he measured a 30F drop in oil temperature by using the Compufire unit.

The 850, or standard GS1100G would give you a much better chassis if you are into handling and a more standard style of bike and riding position.

The two valve motor is not favored for drag racing as the 16V unit make a whole lot more power and generally has a much greater scope for upgrades.

I have never needed to keep the revs up to 2200 on any roller-bearing GS I have owned. They can spin the camshaft journal on the rightmost cylinder if left idling on the sidestand for long periods of time from what I recall. Bear in mind that they are probably putting out only 1psi of oil pressure at idle, and 7psi max. You can improve this by fitting GS750 oil pump gears which have a more favourable ratio and can get you a few more psi. Top end oilers on 4V motors are not necessary until you get into major engine mods which require heavier cylinder studs which restrict the flow of oil to the heads up the passages along the outer studs.

[old_skool]

If its nearby me and you dont want it, lemme know where its at. I am in mid Michigan. If what youve said about it, is accurate, that bike may have another hundred fifty thousand in it. The electrical weakness , is the RR, for which a honda rr is a fine replacement. They also suffer mostly, and by all accounts even more seriously than the xs11 from elec harnesses in poor condition. All contacts will need to be cleaned, and another ground run from the rr to the battery negative along with all other grounds cleaned up. Otherwise, do all the stuff youd do for an xs11, and youre likely to be good to go. I have two gl elevens, and two xs11s, very similar bikes performance wise but the gs engine has a ball bearing crank, and can stand being run low on oil much more than an xs. From what I understand, the two valve bikes, do not need the top end oiling improved like the four valve bikes.

which honda RR would be a good replacement?? What about one from a XS750?

The first pic showed some missing items, fender,signals,etc, there there just not on the bike at the moment.

[MacMcMacmac]

http://www.thegsresources.com/_forum...ator+rectifier

[old_skool]

Ok, so the cats out of the bag now, I have more Suzuki's than Yamaha's, 2x 82 GS1100GL's projects for repair, one full dressed with trailer hitch, and resale for $$.....unless I like one better than the XS....then it goes. Will post pics. Dug into some reserve funds to try and make more money than purchased.

[old_skool]

here they are, some parts removed, on shelf, not missing. One has some baby buckhorns!! Also have new tank for damaged one

[old_skool]

actually got her running yesterday

[brownford]

Gs1100

That GS looks eerily similar to one I spotted on Craigslist this morning.