Team Cycle World Project Suzuki GSX-R 1100 Endurance Racer

22 Апр 2015 | Author: | Комментарии к записи Team Cycle World Project Suzuki GSX-R 1100 Endurance Racer отключены

Cycle World Project GSX-R Endurance Racer do you get when you stuff a hopped-up engine in a 750 chassis? A marriage in heaven and a bike that like hell.

Photographer. Willis

From the December Issue of Cycle World

minds wanted to know: the 1100?

We started asking question almost a year dating back to our first on an ’88 GSX-R750 at Laguna Seca in November of 1987. The moment we got a of the phenomenal handling and 13,000-rpm of Suzuki’s re-engineered racer-replica, we we had just ridden the best sportbike in the 750 class. But that also triggered an obvious Where’s the 1100 version?

would happen if this chassis were mated a GSX-R1100 engine that had elevated to the 750’s level of The mere thought of such a turned the Cycle World into a mass of sweaty and quivering hearts.

But, as Suzuki informed us at that there would be no “new” for 1988. We’d have to through at least another with essentially the same as its ’86-’87 predecessors. It wouldn’t the new 750’s trick, GP-developed its 17-inch wheels, its smaller, profile or its more slippery

Not that there was anything wrong with the 1100; but one ride on a new 750, a GSX-R1100 well, like a truck.

For we toyed with the idea of a new-generation 1100 ourselves. It like an easy enough since the ’88 750 uses the same engine cases and motor-mount as all GSX-R1100 engines. We’d have to scrounge an 1100 have some tuner on it a little, then spoon it a GSX-R750 chassis.

A piece of cake.

As simple as it though, the implementation of this kept getting postponed for one or another. It didn’t all come until late August, Doug Toland—our resident consultant and national-class roadracer—hit us an interesting proposal.

The annual endurance roadrace at Willow Raceway is coming up next he said, and gee, wouldn’t it be fun if we, the of Cycle World . contested the on a specially constructed racebike-something, like a 1988 GSX-R750 an 1100 engine stuffed it? He pointed out that our original test bike was still around our shop, so we had a suitable and because the end of the 1988 model was drawing near, Suzuki had a slightly used GSX-R11OO—or at the engine from one—sitting somewhere.

Toland also that his good friend and tuner, Jim LaBine of LaBine in Corona, California, would be than pleased to hop-up the and bolt the whole works so long as we supplied him with all the components. Toland felt such a bike would not be competitive in the 24-Hour, but would be capable of winning . And seeing as how had been the lead rider on the Hammer Suzuki that won the (Western/Eastern Roadrace Association) endurance championship in 1986, we that he knew whereof he

A call to Suzuki confirmed there indeed was a used sitting in the warehouse with to do, and that the company would be to have it, and our 750 test bike, in our project. A few days later, had both of the Suzukis and a collection of parts in his shop, and was hard at trying to get the bike together in for the race, which by then was a couple of weeks away.

LaBine knew exactly he was after, since he, too, is an Hammer alumnus, having a year-and-a-half as the team’s crew and head mechanic. He knew what we didn’t want for a event was a raging beast of a that would wear out its and itself, before the checkered So, he decided on a relatively conservative of tune that would a broad, flat, easy-to-use curve—and, hopefully, at least a half-life.

To provide a mild, powerband, tuner Jim LaBine not to lean real heavily on the engine, installing relatively cams, smallish CV carbs and a Pro pipe tuned for upper power.

To that end, concentrated more on reliability on sheer power output, and by giving the used 1100 a thorough rebuild and blueprinting. He and balanced the connecting rods, all the bearing journals, ported the and did a racing-quality valve job.

The were bored to accept stock pistons (raising the from 1O52cc to 1080cc), LaBine milled .040-inch off the head to give the compression a slight boost. He retained the valves and springs, but chose to them banged open by Stage I cams, which are than stock but milder those used in Yosh’s Superbike engines.

To further quicken the acceleration, exchanged the 1100’s crankshaft-mounted clutch for the 750’s; the latter is lighter and smaller, so it reduces crankshaft inertia. He also the 1100’s five-speed gearbox than swap it for a six-speed. The were designed for a 750, and long-race durability is suspect stressed with the massive of an 1100.

LaBine surprised us with his conservatism by retaining the stock, 36mm Mikuni CV (breathing through KN air filters), than do the usual and fit 38mm “I‘ve seen these 750 on a flow bench,” he explained, “and flow more air than the 1100 does. So, I don’t think hurt the power much at and they should give smooth response coming out of He also had Power Sports a custom exhaust system not only fit this hybrid, but the engine’s wide powerband. The even incorporated an exceptionally but efficient silencer that the would grow to appreciate the 24-hour grind.

When he got to the LaBine left the basic 750 and swingarm alone, believing both were easily up to the But he felt the need to tinker quite a few other chassis either for added durability, performance or easier adjustability. The shock, for instance, was an off-the-shelf Fox Clicker aftermarket unit, but with a LaBine—designed hydraulic adjuster built by his friend, Anthony Dechellis.

The 1100 racer uses basically GSX-R750 front brakes, but Ferodo pads and quick-detach that facilitate rapid and brake-pad changes.

Suzuki GSX 1100 EF

Other LaBine/Dechellis collaborations on the included: a ride-height adjuster into the top shock mount; triple-clamps adjustable for fork-tube an aluminum-billet fork brace stronger in all planes than the a clutch—cover spacer that the use of a simple, cable-operated clutch than the more—complicated stock mechanism; fork-tube extenders permit the clip-on handlebars to be above the triple-clamps (preferred by endurance-race teams for long-term comfort, although we left our below the clamps); and brake-caliper front and rear that the calipers to be removed (for and brake-pad changes) just by an aircraft-style quick-release pin.

many of Dechellis’s handmade were still in the final of development, most were so machined and polished that looked like works of art. LaBine’s ultimate is to ensure that they all as good as they look, to begin distributing them his racing shop.

Fine also was evident in the rear made especially for the GSX-R by Racing. At 3.5 inches wide, the stock, 17-inch front were perfectly sized for the bias-ply slicks we wanted to run up but the 17-inch rear wheels, at 4.5 were too narrow for the Michelin slicks we needed in the rear.

We locate enough sufficiently racing wheels (we needed sets) in time for the race; so we three stock rears to who machined off their outside and welded on wider bead ending up with required wheel width. We were but Sandy Kosman says been widening wheels for and will perform similar on practically any cast wheel for a shot.

The hot setup for endurance racing is Michelin radial slicks. were mounted on stock 750 wheels cleverly widened 4.5 to 5.5 inches by Kosman Racing.

All remained for LaBine, then, numerous final details. He special brackets to adapt the oil cooler to the 750 frame (the cooler is larger but won’t fit due to the motor’s higher exhaust-port He installed a Yoshimura heat between the carbs and the cylinder and, to facilitate speedy gas welded a dry-break quick-filler into the stock 750 fuel

He fitted the front brakes handmade, steel-braided lines, and in the very latest racing from Ferodo. While he was at it, he the dished anti-rattle washers on the front brake rotors by hitting them with a and punch, allowing the rotors to more freely. A steering from White Power was between the left fork and the left-side main frame and a Tsubaki Sigma O-ring was laid over the PBI final-drive

To brighten the nighttime racing LaBine gave the GSX-R 230 of portable daylight by wiring the halogen headlights to put all four 55-watt low beams and 60-watt beams of both lights—on the job at all He then adjusted the lights to aim upward, but pointing away one another. This resulted in a dim view of straightaways in the dark, but enough illumination in most to allow surprisingly fast through the pitch-blackness of the desert

Finally, we took the GSX-R’s to Steve Harris in San Pedro, for its stunning, neon-pink-and-white paint Harris has laid custom on quite a few famous racing including Terry Vance’s Pro Suzukis and Kenny Bernstein’s Cars. Thanks to his fine our Suzuki was unquestionably the brightest, motorcycle at Willow Springs weekend.

And, it was also the fastest.

If we decide to race the again, though, it might lots of close competition. As we midway through this Suzuki will finally a new GSX-R1100 for 1989; and to no one’s it is conceptually very similar to in street trim, of course. One difference is that Suzuki’s will use the big Katana’s 1127cc instead of the 1052cc motor the ’86-’88 GSX-R1100.

At this it’s impossible to know or not Suzuki’s new 1100 will be or better than ours, on a racetrack. But if it hopes to be either, it had be one fantastic motorcycle. Because the you see here is just that.

Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF
Suzuki GSX 1100 EF


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