Class dominating Suzuki GS500 Sportbike Review Sport Rider

8 Апр 2015 | Author: | Комментарии к записи Class dominating Suzuki GS500 Sportbike Review Sport Rider отключены
Suzuki GS 500


Racers are a funny that usually fall one of two categories. The first only about the act of riding. On or off the track, thoughts are focused on themselves and they can do to be better riders.

The kind of racers derive as fun out of crafting the machinery they as they do from riding. For construction and creativity are as important as the activity. Cedric Smith, Hayabusa-powered GSX-R750 appeared in the 2001 issue of Sport falls into the latter

After racing a Gixxer 750 for a years, Smith tried a stock GS500 in 1991 and he liked how light and flickable the was. In fact, Smith the GS so much, he stopped racing his 750 to on the Lightweight Twins class. an incessant tinkerer, Smith to have his GS apart at the same he was working on a GSX-R750 at the shop he was employed. He didn’t see any harm in the 750’s head gasket on the block-just to see.

Well, what do you know? matched up almost perfectly. The had begun.

Off-the-shelf parts. sorta

Not surprisingly, Smith had in the 750 class. So, when a buddy his superbike, Smith took the but nicely ported, polished, 1989 GSX-R head by Kelly Roberts at Racing Components in Texas), cut off the two outside and mounted the remainder onto his GS. he bolted some plates on the end of the and was ready to rock.

But Smith stop there. The fancy needed some hefty to feed. To that end he ordered a set of 85mm pistons which normally find their way a GSX-R1340 kit. Carillo made the connection to the OE GS crank.

Smith said he chose all standard parts so that something failed, he wouldn’t to wait for custom replacements. he had to delve into some items, like Megacycle with custom lobes.

because Smith wanted to use available parts doesn’t he wasn’t thinking outside of the A quick look at the bottom of the reveals the finned housing for a oil pump, which is driven off the shaft on the countershaft sprocket of the engine. Yep, he made the expensive head got plenty of at speed. Said Smith, tons of room in the bottom end for the

To handle the extra oil flowing from the head, he fabricated back tubes on either of the engine to move the oil to the bottom

Don’t think that GS650 project was a slam It suffered quite a few growing The most prevalent was a propensity to crankshafts.

The OE crank simply designed for the forces the big pistons putting out. About times per year, Smith had to the motor’s shattered backbone. In he mounted a fluid damper to the crank’s harmonic vibrations. the time between failures Smith got tired of throwing at the thing.

Not to mention the cases crank failures occasionally with them. Smith to Moldex for a billet steel with bigger diameter Since the fluid damper was for, he mounted it to the monster

Now, he’s managed than four seasons a failure.

The rest of the equation

Suzuki GS 500

The remainder of the output comes courtesy of a of Keihin 39mm CRs and ram air. Smith didn’t want to go all the RD; required to pressurize both the and float bowls, he simply put the carburetor assembly inside the The manly powerplant exhales a handmade titanium exhaust that weighs in at a mere pounds-including the canisters and packing!

phenomenal weight savings was through the judicious use of some Boeing surplus Ti tubing. The cost was only $18-plus 50 of labor.

The stock ignition a set of Dyna coils. The OE GS500 basket holds a set of Barnett plates that last a season, even with the up power delivery. The constant-loss system is powered by a small tucked under the countershaft.

Although the GS500’s frame is stout, the rest of the stock gear reveals the bike’s roots. Not wanting the increased to turn this bike a flexing, wobbling beast, grafted a 1991 GSX-R750 end to the frame and an RGV250 swingarm a Fox shock in the rear. To these pieces, a set of Performance Machine aluminum wheels took up

Dunlop slicks keep the side up.

The bodywork is all carbon-fiber, of an RF900 fairing and a TZ tailsection. The tank tips the scales pounds less than Smith says the whole weighs just 320 pounds enough gas to start the engine.

efforts in constructing the GS650 off for several years by allowing him to the Lightweight Twins class in Motorcycle Roadracers Association’s That is until the SV650 its debut. Although the newer may have taken the crown, certain none of the competition the creativity and technical expertise has wrapped up in his CSXR.

Now, you need to figure out those letters stand

This story was originally in the October, 2001 issue of Rider.

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