Classic Bruiser: Restored 1986 Suzuki GSX-R1100 for Sale

1986 Suzuki GSX-R1100
Miles: 13,129
Clean Title
Listed Price: $16,995
Listing Ends: September 21st, 2024

Suzuki’s GSX-R was probably the very first bike to bring the formula that we now think of as a “sportbike” to the masses. Introduced in 1984, the new Suzuki was originally available with a 400cc engine and was fast, reliable, and affordable. A 750cc version followed in 1985, with today’s Suzuki GSX-R1100 being introduced in 1986. Frames of the 750cc and 1100cc versions were similar, but not identical, with the larger bike getting thicker square-section aluminum tubing. The motor had twin overhead cams and four-valves per cylinder but, in an effort to save weight, was air/oil-cooled and employed Suzuki’s SACS or “Suzuki Advanced Cooling System” to keep temperatures under control. This system included a high-capacity oil pump and oil jets to cool the underside of the pistons. Power was a claimed 128hp with 75lb-ft of torque and the bike weighed in at 489lbs dry.

With that out of the way lets talk about the bike. It is a FULL restoration. It was taken down to the frame and built up from there. A true nut and bolt restoration. I wanted to keep it as stock as possible but it does have a few non stock items that could be changed if you wanted a full stock bike. The first thing to address was the frame, I had the choice to try and match the faded anodizing on the frame or have it polished. Polishing would be more expensive but the GSXR frames, especially the 1100s just look so good polished. Before it was polished I had it checked for straightness by a local shop that specializes in that. Then off to polishing. It was $1200 to have the frame and swingarm stripped down and professionally polished but it looks amazing. The frame was bare when it was done so the polishing is very thorough, unlike when someone tries to polish a frame with the engine and other items still on the bike. Once we got the frame back, it was time to start building everything back up. I got the rolling chassis together starting with the forks which are fully rebuilt with progressive springs. The anti dive units were rebuilt and I used new steering head bearings. At the rear, new swingarm and shock pivot bushings. I had the stock rear shock rebuilt by Racetech and added a brand new spring, powdercoated red. Wheels are freshly powdercoated white and have Continental radial tires. They were in really good shape when I received the bike and date codes are good – 130 up front and 160 out back. Brand new bearings in both wheels. All hardware is either new, or refinished. I had the upper triple clamp polished too. Next up was installing the engine. Top end is fully rebuilt. I had it bored to 1109 (stock is 1052) and installed brand new Wiseco pistons and rings. I fully rebuilt the head. Valves and valve springs were inspected and valves were lapped in with new valve seals. Timing chain was checked. Also checked connecting rods for side to side clearance, all in spec but not surprising. This gen air cooled motors are know for their durability. It was now oil o-ring seals on the front oil pipes and installed new head, base, clutch cover and stator cover gaskets. After it was put back together, it was resprayed in the original GSXR engine color. Motor was reinstalled and all hardware was refinished or replaced. I installed new clutch plates and springs Also installed new clutch shaft, shift shaft and alternator seals – bike is oil leak free. When I got the bike it had Mikuni RS flat slide carbs and K&N filters . At the time I didn’t know much about the RSs but rebuilding them and getting them to work right has made me an expert and they are awesome! – Plus, its very hard to find OEM parts for the stock carbs these days, especially the emulsion tubes which are usually always worn out. The RS carbs are fully rebuilt with OEM parts from Sudco. I installed new coils and plug wires too. This brings us to the exhaust which is another interesting story. Truth be told, if the bike had stock carbs in good working order, I would have installed a factory exhaust. They are out there and available. Bike came with an early gen Vance and Hines. I’ve always liked them and think they sound the best on the air cooled motors. The header was in good shape but the aluminum can was a bit beat. Not from road rash, but dented. I probably could have saved it but had another idea. I measured the can with a micrometer and started searching around to see if I could just replace the entire can using a new piece of aluminum tube. After about a week of searching, I found a piece that was in Portland, Oregon. Bought it and had it shipped and it wasn’t cheap but it turned out being a perfect fit. I drilled all the necessary holes to install it onto the header and insert the silencer and then sent it out to be polished. But there was one piece still missing. The Vance and Hines badge. I could have just left that off but then it would be a no name. After about a month of searching I found a repro badge that came out of Germany. That wasn’t cheap either but it was worth it because the vintage V&H exhaust looks brand new!

There is much, much, much more information over at the original eBay listing, so grab a cuppa and sit back and read the ramblings of a motorcycle enthusiast. Bottom line? A bit too much verbosity, but that’s definitely preferable to not enough info! The bike appears to be very nice, although plenty of you will be incensed that he polished the frame. I’ve never been a fan of polished frames myself, but it’s pretty common for bikes of the period, and the bike does retain its 18″ wheels. All-in-all, this is a very nice bike but, for $16,995 it had better be. Purists may turn up their noses at this one, but if you’re looking for a classic Suzuki to actually use regularly, this might be your bike.

-tad