SUZUKI GS1000 RIDDEN
Yoshimura’s accomplishments would never have happened without a great road bike to work with – Suzuki’s muscular GS1000E
Imposing and muscular, yet flexible and friendly – who needs a Zed?
They don’t make ’em like they used to. It’s definitely the case with Suzuki’s glorious big air-cooled inline four. Following their mainstream acceptance in the 1970s, fourcylinder bikes evolved at a frantic pace, becoming ever more powerful and smoother. It means these days we think four pistons side-by-side will be silky, refined and fast – but that you’ll want fewer cylinders if you’re after character and engagement. This original-condition GS1000E from Columbus Vehicle Specialists (0116 4646192) blows preconception to smithereens. At idle there’s the delicate offbeat warble of a ’70s four-pot, verging on an oh-so-subtle version of a top-fuel dragster’s lumpy rumble. The two-valves-percylinder motor strides forward from low revs, romping into a torque-rich midrange with fabulous free-flowing drive. Hang onto a gear, keep the throttle wound back and there’s the sort of top-end rush that has you eyeing the speedo in concern; release the twistgrip, and the twin pipes burble and resonate on the overrun.
There’s weight to the twistgrip, but it’s not a negative. If anything, the sensation of pulling against four carburettor springs is fitting given the GS’S imposing build and its heavyweight torque. And all the time there’s a brilliant sense of combustion – you’d never call it vibration, it’s more like a conscious awareness of this imposing lump of engineering doing its thing.
It’s a while since I’ve ridden a big ’70s four, and I’d forgotten how charismatic they are. It’s an engine that makes you speed up, slow down and play with gears, simply to experience the variety of sensations. All of which is pretty strong praise given that, 40 years ago, this was Suzuki’s first bash at a litre-capacity motorbike.
Apart from a few four-stroke tiddlers in the 1950s, Suzuki had been firmly two-stroke since motorcycle production began – and they even built some two-stroke cars. This all changed with the GS750 shown in late 1976 – a four-cylinder, four-stroke superbike that instantly put them on a par with the big fours from Honda and Kawasaki. These rivals had years of multicylinder experience, but Suzuki had been working on their project since 1972. They’d also clearly got hold of a Z1, as their 748cc engine had more than a little in common with Kawasaki’s design. With a claimed 72bhp at 8500rpm, the new 65 x 56.4mm 748cc motor had double overhead cams, 9.2:1 compression and four Mikuni carbs, and pushed Suzuki straight to the front in the speed stakes.
Yet just a year later the GS750 was joined by the GS1000. Based on the 750’s bottom end, its engine used a longer 70mm stroke to give 997cc and with larger carbs threw out a claimed 90bhp. Just as importantly, the 25% increase in capacity gave a 30% hike in peak torque – and more grunt than Kawasaki’s Z1000 or even Honda’s Gold Wing. Tested for their July 1978 issue, Bike magazine found the big GS to be the quickestaccelerating production bike they’d ever measured.
Ditching the kickstart and using thinner, webbed cases meant the larger engine actually weighed eight pounds less than the 750. And this played its part in the 1000’s other step forward – handling to match the output. The GS was arguably the first of the new-era
‘OUT HERE ON FLOWING ROADS THE SUZUKI PROVES ITSELF AS A GREAT ROADSTER’
superbikes where the chassis matched the hulking motor. Fork tube diameter increased from 35 to 36mm and the swingarm was more substantial, increasing stiffness. The 750’s conventional oil-damped suspension was changed too, with air-and-oil forks using internals based on the RG500 racer and adjustable, pneumatic rear shocks. (Early models had coil-over rear shocks and were tagged GS1000; from May the bike got chromeplated air shocks and was the GS1000E.) ‘Superb handling goes a long way to making the GS feel as safe at 100mph as most bikes at 40mph,’ claimed Bike, describing the suspension as ‘superb’.
Factor in triple brake discs, electric start, snickety five-speed gearbox, well-behaved carbs and selfcancelling indicators, and the Suzuki was positively luxurious. Actually, self-cancelling indicators are a fancy selling point on today’s latest bikes...
The GS1000 is still a sizeable creation, mind. Look down and the substantial air-cooled motor protrudes from both sides of the large 4.2-gallon (19-litre) tank, with the cases extending a good few inches further still. Wheelbase is 59.3in (1505mm), wheel sizes are 19in front and 17in rear, and without the pinched-in waistline of a rival Z1000 it feels vast at standstill. Oh, and it weighs 514lb (233kg). That’s dry. Add fuel, oil, battery and whatever else they removed before approaching the scales, and we’re talking over a quarter of a ton ready to roll.
Yet despite all the motor’s might, the very many kilos and its generous build, the Suzuki manages to be well behaved and useable out on dappled Leicestershire roads. This example has seen minimal service in the hands if its previous keeper, and with just 25,000 miles covered the inline four and chassis are equally tight and well behaved. That weight to the throttle isn’t out of line with other bikes of the era, and the smooth take-up of the cable-operated clutch remains intact despite doing umpteen three-point turns in summer heat during the photoshoot. There’s no escaping the bike’s weight paddling it around, although fine balance means feetup, full-lock manoeuvring is fuss-free. And through long turns on a rolling B-road it feels steadfast and secure.
Ample proportions mean the GS is also fabulously comfortable. I’m over 6ft and my knees are folded to quite an angle, yet an afternoon’s bend-swinging gives not a twinge. The seat’s broad and plush yet supportive, and the spacious riding position keeps my upper body ache-free. The clocks (neatly angled inwards towards the rider) provide enough deflection to make 70mph as effortless for you as it is for the motor, which whirrs at a relaxed 4000rpm in top (fifth) gear. Add this comfort to the ability to shuffle discreetly through 30mph limits in top, then surge into the open without fuss, and it’s easy to imagine the GS1000 as a superb two-up mile-muncher.
This bike is a 1980 model, meaning detail changes compared to the ’78 original: vacuum fuel tap, CV carbs, transistorised ignition, redesigned brake caliper, a gentle step in the seat, revised control positions, plus
shortened exhausts. There are also slightly different graphics, first seen the year before (the eagle-eyed will notice this tank has the earlier design – it was restored after the finish deteriorated during a period of disuse).
Suzuki followed the GS1000 with an ‘S’ version in 1979, with a cockpit fairing aping the one used by Wes Cooley to win the inaugural Suzuki 8 Hours. The model immediately became known as the Cooley Replica – and also as The Ice-cream Van, thanks to white/red and white/blue colour options. Suzuki should have stuck with this red, though – not only is it the shade of those first racers, it also lends the GS a touch of class. With its glorious cast wheels (same pattern and polished edges as my old GT200 X5) and strong lines, it’s handsome.
Cooley’s exploits seem all the more impressive after spending time on the big Suzuki. Guiding the standard GS1000 down warm backroads, with its solid drive and heavy handling, is definitely rewarding; however, you need to pay attention if you’re keen on making progress. I can’t imagine what it must have been like persuading Yoshimura’s race version – with something approaching twice the horsepower – round a track at race-winning speed. Yes, Pop Yoshimura’s magical hands undoubtedly made a huge difference, but I can’t help thinking that Cooley, Croz and the rest must have had as much muscle as talent. I’m surprised Daytona’s banking didn’t flex outward like a creaking wall of death every time the Suzukis thundered round.
I’ve not got anything like Cooley’s ability (nor the need to tear about) and out here on flowing roads the Suzuki proves itself as a great roadster. Back in ’78 the GS1000E was faster, made more power and accelerated more quickly than Kawasaki’s Z1000, yet crucially was also easier to ride, more composed, used less fuel – and was cheaper, too. Fast forward 40 years and nothing at all has changed.
Without whom…
Many thanks to Columbus Vehicle Specialists of Houghton on the Hill, near Leicester, for the loan of this original, unrestored GS1000. With history file, service and long MOT, it’s for sale at £7000. Call them on 0116 4646192 or visit columbusvehicles.co.uk