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words: Emma Franklin pics: Jason Critchell
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an all-new GSX-R600. But is it enough to make it the leader?
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ighter, faster, sharper – the new GSX-R600 has been totally yet subtly redesigned. The old saying is right, looks can be deceiving. To the untrained eye, the 2011 GSX-R600 simply looks like a 2010 model wearing a slightly newer suit. But as the details filtered down, we saw a spec sheet that was bejewelled with real performance enhancing additions. Showa Big Piston Forks, Brembo monobloc radials, totally redesigned frame, close ratio-box and a new-found power-to-weight ratio that would eclipse everything in the 600s class. We’ve waited a long time for this GSX-R600, a full three years since the last update, so the new L1 was obviously a product of years of planning, research and development. Yet the Japanese engineers are cagey when quizzed about the bike. They talk about merely trimming the fat, making the parts lighter, thinner, shorter, but perhaps cheaper too. A beautiful lesson in performanceenhancing austerity after the bloated times of the pre-recession world. Things were all getting a bit portly and overly powerful – this GSX-R is knowledge learned from leaner times. Back to basics, back to a time lightness was the most important thing. The weight loss, 9kg overall, is dramatic. It’s as blatant as a slap in the face as I follow BSB champ and Suzuki development rider John Reynolds out for three sighting laps around the Almeria circuit. Even at this low exploratory pace, the GSX-R simply falls into corners with frightening ease. It’s race-bike like, as if all the usual junk a road bike carries around doesn’t exist. It’s an early and highly enjoyable side-effect of the changes Suzuki have made to the front end. Not only have they shaved off weight and length off the nose fairing, but the BPF and lightweight Brembo monoblocs have contributed to this incredible steering pace. The speed increases and so does the fast-breeding crease across my face. The way in which the GSX-R handles is night-and-day different to the bike it replaces. It stays on line without any effort and as I want more lean angle, to tighten my line and increase my thrills, I just put a friendly request into the bar – the lightest of nudges – and the GSX-R obliges. The snow-capped mountains do their best to distract my attention, but wild horses wouldn’t tear my mind away from the knee-grinding fun I’m having. Any 600 would be ideal for a flowing Almeria and the GSX-R600 certainly is a weapon of choice, but all roses have their thorns – and in Almeria’s case that thorn is a nadgery chicane, which has on previous visits tempered my enthusiasm. Not so today. Flip, flop. In, out. The smooth transitions from side to side take my breath away. There’s no shudder or hang at the midpoint of the direction change through the chicane, a stunning symptom of Showa’s tried-and-trusted BPFs. From left knee then instantly right knee – both get a grinding before I hook up the throttle and power out. In third gear.
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Words: Mark White Pics: Rory Game
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craShed, abuSed... bought by Pb + Normally, 2001 Fireblades are £3000 + We bought this one unseen for £1700 + It has no service history + It has no MoT and is covered in gravel rash
So how bad can it be? “SOLD AS SEEN” – the very words trigger alarm bells. We’ve all heard stories of mates buying things on internet auction sites late at night. So how bad can buying a used bike without even seeing it actually be? We decided to use Wildee’s money to find out. Actually, let’s be completely honest here. Matt was at my workshop one night working on the Mito 500, and he’d been talking about picking up a decent, cheap track bike for next year. I put the kettle on and he used my computer to check out 929 and 954 Fireblades. He’d had an awful week which, combined with a small cash windfall, meant he was prime for some retail therapy. The Blade looked like a bargain. And I suppose me saying “Yeah, it looks alright, buy it” may well have been the nudge he needed. But Matt will never make that stand up in a courtroom. So what have we got ourselves into?
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3600 garages
Our bikes
Project 125
How to
Rated kit
Best Gear
Best Gear for...
stopping better There’s more to braking than just stopping. We’ve found the finest kit that’ll give you more feel and less fade Words: Emma Franklin Pics: Simon Hipperson
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Dr White begins the invasive surgery
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The build begins as we say goodbye to 125cc and hello to 182cc with a Malossi big bore kit. Let the fun begin…
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hen 12.4bhp just isn’t enough what’s a PBer to do? Yearning for the bygone days when two-stroke 125s made serious (ish) horsepower we’re on a mission to extract as much horsepower as possible from the pick of the current 125 bunch – the topselling Yamaha YZF125R. Inspired by the bikes in the Italian YZF125R cup we got our hands on a box full of tuning bits including a Malossi YZF Cup race kit complete with a 182.58cc barrel, 63mm piston, high lift cam, sponge air filter and Malossi’s fuel mapping juice box. The result of this tasty box of tricks should be more power, greater drive and, a greater top speed, with the right gearing. On the down side the Malossi also contained a set of fairly bizarre Anglo-Italian instructions. But for PB’s spanner-twirling genius Mark White, badly translated instructions are no match for his torque-wrench of truth… One of the joys of working on a 1200-mile old bike is the ease with which all the fasteners and bolts give it up. Mark was able to whip off the fairings, tank, airbox and rad in lightening quick time, leaving the engine exposed and ready to be removed.
With the single cylinder lump out of the chassis and resting on the bench, Mark set to work gaining access to the cam. The Malossi kit contains a high performance cam, which will let our four valves open higher and longer than the standard cam allows. Although there’s a bit of a drawback. The Malossi cam is slotted and only fits onto the cam sprocket one way meaning there’s no way to adjust the timing (aside from jumping a tooth on the sprocket which would cause the bike to run rough). This in itself isn’t a huge problem, but had we wanted to skim the head, effectively changing the valve angle, the cam wouldn’t allow us to fine tune the timing as we’d like. We suspect it’s just Malossi’s way of idiot-proofing the fitment. With the head off it was time to peer into the Yamaha’s standard barrel and take a look at its weenie factory-fitted piston. Aside from the obvious size differences – the original piston is 52mm and the new piston is a comparatively whopping 63mm – the piston crowns are also very different. Whereas the standard Yamaha part has the familiar four petal-shaped valve reliefs, the Malossi item makes use of a bizarre crown design we’ve not seen before. A 5mm raised outer edge with an internal raised circle in the centre. Technically they’re lower
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3600 garages
Our bikes
Project 125
How to
Rated kit
Best Gear
Story so far: Kar marries a bikemad lady. They buy lots of bikes Miles this month: 110 Costs this month: About £1300 on camera kit
Kar Lee Contributing editor
I love the 360 Garage feature (p94) so thought I’d shoot my own. I set my Canon 550D up in the garage on a tripod, with a 10-22mm wideangle lens (F13, 2.5 sec exposure, aperture-priority mode). I shot 12 frames in a circular motion, then an extra frame with me in it on timer. I stitched the pics together using Photoshop CS4.
2009 Triumph Street Triple R
Final trackday before winter at Rockingham saw the Triumph complete its second year as a road and track tool. It’s taken everything I’ve thrown at it so far, including over 20 trackdays and two luggaged-up foreign jaunts. Impressive.
2000 Yamaha R6
The wife’s road-legal track bike for the last six years. As with most R6s of this vintage, it’s been mostly trouble-free with only a broken gear selector to spoil an otherwise spotless career. Needed a new sump due to over-enthusiastic oil change.
2008 Suzuki GSX-R750K8
Jim Lindsay Contributor
Story so far: Bought new in 2008 for £8500. Recent low-speed spill at Cadwell Total miles: 16,250 Miles this month: 380 Costs: £82 fork service with new seals; £70 repair to radiator; £31.50 glassfibre repair; £165 new clocks/fairing bracket; £48.50 plugs, oil, filter.
In 2008 I crashed my Fireblade by going too fast on tyres that were too cold. I knew I wouldn’t have time to rebuild it for six months. I’m old enough to see the end of my life in the distance and time without a bike is not an option. With a 0% finance deal, I punished plastic for the deposit, swapped to a cheaper train for my two days a week in London and bought a new GSX-R750K8. My first journey on it was a 1200mile round trip to my cottage on the Isle of Skye, where I had to fix the hot water system.
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It was a memorable ride and the start of a close relationship. I use my GSX-R for long road trips, days out, and as many track days as possible. It’s had a hard life. I ride all year round. I love riding in the wet and winter trips on salty roads are also one of my ideas of fun. A post-ride routine of a cold water rinse and thorough spray of Scottoiler F365 helps control corrosion. I also spray the brakes with cleaner after every winter ride and clean and lube the chain every week. Even so,
it’s not pretty. As well as general wear, the back of the silencer has a dent from where an R6 took me roughly from behind at Snetterton (we both stayed on). I know the pain of crashing with road bodywork so I use Skidmarx glassfibre kit for trackdays. For £300 you don’t get a perfect fit out of the box but with care and time you can get it strongly mounted and the whole lot costs less than a single fairing side of original equipment. It’s tough. The recent spill at Cadwell cracked it in a few Skidmarx kit suffered in recent Cadwell spill
places and trashed the screen but I repaired it all for next to nothing. Just £31.50 got me all the necessary materials from www.fibreglassdirect.co.uk. My workshop is an unheated prefab, so I’m waiting for the weather to turn before doing the respray. The same crash holed the radiator. I whipped it out and got it repaired by BSD’s rad man (01733 223377) for £70. I’m chasing a second set of spare wheels. I have a road set of Dunlop Sportsmarts and a track set of the superb Dunlop D211s. If it rains I get wets fitted to the road wheels, then swap back at home – too much hassle so I’m trawling eBay. I’m about to get serious with mods – gearing change, suspension upgrade, quickshifter and all that jazz. It’s a great bike but some gentle tweaking will make it even better.
2007 Honda CBR600RR
Now revived and roadworthy since I chucked it down the track, the CBR still needs final tweaking to get it 100%. It’s on the list of things to do.
2007 Ducati 848
While looking for the battery, I noticed one of the bar ends is missing. The battery was eventually located under the left-hand fairing panel. The Maximiser shows a healthy battery, so why does it sound like it’ll barely crank up?
2004 Yamaha R1
Just had a recall on the throttle position sensor. Apparently the original items can cause the bike to stall at low revs. Considering the bike is six years old, I’m surprised the recall letter only just arrived. Sailed through the MoT, though got an advisory on the worn BT003s.
2010 Barber Suzuki GSX-R1100
Gary Inman Contributing editor
Story so far: Lovely one-off muscle bike chassis bought on a whim. I’m trying to build it from the ground-up. It’s not easy Total miles: 0 Miles this month: 0 Costs: £194.55
I’ve had this chassis for a year. For most of that time it’s hung from the rafters in my garage, mainly because this project fell in my lap. I bought the Denny Barber Reynolds 531 frame and Martek swingarm for a price I couldn’t turn down. The thing is, everything else I want to fit to it is quite expensive. That’s why it’s progressing so slowly. This project is inspired by the dozens of Obsession bikes and owners I’ve featured since the series started in PB back in 2005. But this isn’t an obsession. Yet. It’s just a project that has to fit in around my current obsessions.
The big news is I’ve bought most of the bodywork. First came the tank. My Swedish friend Marcus Carlsson (himself an Obsession builder – Husqvarna V1000) picked it up for me. At £50 it was far cheaper than any I could find in the UK, but shipping it here rained on that particular parade. It would have to wait until I visited Stockholm. It sat there for eight months, but I have it home now and didn’t even have to pay excess baggage. The Guiliari seat was bought on eBay for £88.25. The tail unit is
NOS – new old stock. I’ve only bought one other NOS part before, but it’s a great feeling. To think this part has been on a shelf for 30 years, just waiting for me to come along, is as close to magical as my motorcycle life gets. I know. Get out more. It was £56.30 including postage. I’m unsure whether the bodywork is going to be too long for my desired cut-off look now, though. The chassis was bought from über-obsessive Steve Elliot and originally destined for his incredible Freddie Spencer Evo
(subsequently replaced by a GIA aluminium chassis). The subframe was made to take Honda CB750 bodywork, so will need changing to suit my Suzuki stuff. I have to think hard about the details now. The tail light, headlight, bars and fuel filler all need to be decided. I’ll email my spiritual gurus, Steve Elliot and Racefit’s Jon Keeling, for answers and opinions. They’ve built my all-time favourite specials. Despite being 300 miles away I can almost hear Steve’s long-suffering sighs.
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GSX-R1000 K5 celebration + + + + +
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Accepted wisdom says that newer is better. Yet six years ago, Suzuki created what is still regarded as the ultimate road-going 1000cc sportsbike. So in this era of 190bhp and traction control...
Just what
makes
the 2005 GsX-R1000 still so incRedible? words: Emma Franklin, Jim Lindsay pics: Jason Critchell, Nick webster
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ix years ago, Suzuki launched an updated version of the GSX-R1000. Instantly it rocked the comparatively flabby litre bike competition as it became the most powerful production bike of the time. An all-Japan power struggle followed as rival manufacturers sent peak power figures skyward in an attempt to better the Suzuki. Some riders simply relished the approach of the 200mph production bike. Others wondered where it would all end. And here we are. Showrooms swollen with 190bhp litre bikes, the net result of half a decade’s worth of peak power tripping. Yet for all that development, the GSXR1000 K5 is still regarded as the best litre bike for the road ever built, despite now being almost 30 horsepower adrift of the latest, greatest machinery. But just why is it that, all these years later, the K5 is still so damn good? 024
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Kevin Smith works up a lather on Suzuki’s brilliant GSX-R1000 K5, Ballymoney, NI, December 2010
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Main test Super middleweights
Buying one price: £8250 DealS: The Triumph finance deal is likely to be reassessed in spring 2011.
The tech engine Triumph claim the latest generation 675cc triple engine has 3bhp and 1 lb.ft of torque more than the old model, as well as an improved midrange, mainly thanks to revised electronics. The ECU has a faster processing speed as well as updated fuel maps. chaSSiS The 41mm forks and shock are fully adjustable for both high and low speed damping while the cast aluminium frame weighs 8.7kg, making it the lightest of all the supersport 600 bikes, and is especially narrow due to the engine’s configuration. BrakeS The twin Nissin monobloc calipers grip 308mm discs and have a radial master cylinder for greater feel and braking accuracy. The discs are small at 308mm to reduce unsprung weight and improve handling. MoDel VariationS For 2011 Triumph has launched the Daytona 675R. Although essentially the same as the stock bike the R gets Öhlins suspension, Brembo monobloc brakes, a quickshifter and carbon mudguards. It costs £9799. There is also a 2010 Special Edition which costs £8199 and comes with a flash paintjob, blue frame, carbon mudguards etc.
Triumph DayTona 675 Looks like David, hits like Goliath. It’s still special £8250
Speed: 158mph 0-60: 3.59 Power: 111bhp@12,200rpm Torque: 49.36 lb.ft@10,900rpm Weight: 188.5kg Wheelbase: 1415mm Rake/trail: 23.9˚/89.1mm Fuel Capacity: 17.4L Spec Top
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A svelte little thing with the most fantastic engine and handling, the Triumph has every right to be considered next to the 11% bigger GSX-R and 25% bigger Ducati. You may find this hard to believe if you’re used to Japanese 600s with their boingy elastic response and feeble midrange, but this barely bigger engine was designed to render racereplica powerbands obsolete on the road. The five-year-old triple is up there with V4 Hondas and eight-valve Ducatis as one of the alltime greatest motors. “It’s like a bodybuilding midget, punching way above its weight,” said Kev. “Is it torquier than the GSX-R750? It feels like it.” Praise indeed, but when Triumph thought up the 675 it was a new combination of weight, wheelbase and drive. In that sense it’s still without peers – at least until the new MV shows up
‘The five year-old triple is up there with V4 Hondas and eight-valve Ducatis as one of the all-time greatest motors’
When you remove the need to win races from the design brief you get a proper road engine
The aggressive riding position is fine if you’re bendy and slim
However. This ability to stay with bigger bikes comes at a price. It feels about a foot shorter than the Ducati and Suzuki, and correspondingly racy – head down, arse up, light and fast-steering. If you’re in a frenzied mood it’s great, and on a track it’s delicious. But if you’re much over about 13 stone or 5ft 10 it’s simply too small. Even when you can fit on the bike, the extreme sensitivity of the chassis, with the steering responding to the tiniest input, takes some getting used to. “Every bike needs two settings under the seat – road and race. This is already nearly on race,” reckoned Kev, who like me is the right size for a 675. Johnny Mac, who’s a good chunk bigger, had a 675 Daytona for four months last summer. “Although I love it, and it’s so easy to ride,
I couldn’t live with it. It’s a great bike for small doses.” I agree the riding position and chassis can feel extreme, but the package as a whole is so unique and fascinating I don’t mind. Part of Kev’s disappointment is that later 675s (from 2009) rev about 500rpm higher than the earlier ones, mainly (we think) to deal with emissions. “The old one was superb; it just went wham! out of corners without you having to thrash it. That’s been lost.” Watching Kev turn a knee slide imperceptibly into a crossedup wheelie out of a second gear corner, you have to remember all things are relative. The suspension switches to Öhlins both ends on the 2011 R model, but it’s pretty good as it is. Ride with a delicate grip on the bars and it doesn’t slap or kick you about, even though the
front end is so pointy and eager to tip in. On stock settings in the wet it’s too firm, while on a baking summer day chasing the likes of Smith and McAvoy, and using the grip of the outstanding OE Supercorsa Pro tyres, it can very occasionally feel soft. About right then, as are the Nissin brakes which can take the bike from 100 to 20mph in 179 feet. That’s pretty respectable, though perhaps the Brembo Monoblocs fitted to the R model will give a shade more on-the-limit feel. We weren’t hugely enthusiastic about our used testbike’s aftermarket Triumph levers. As Kev put it: “One finger braking whether you like it or not.” For practicality the Daytona’s about mid way between the supermodel Ducati and the wifely GSX-R. A tank bag gets in the way, but you can strap luggage to the back without that raspy Arrow silencer melting your bungees. The silencer itself, a genuine Triumph part, either sounds glorious or pisses off your neighbours. The mirrors are only half full of elbows, and round town or in foul weather the bike can chug along happily where the long-legged Ducati is out of its stride. We all loved the latest LCD clocks, which go dark blue at night, though the mode-changing buttons are as fiddly as ever. It’s still a lovely bike. And low mileage ones like this are a rather sensible five grand. Nice LCD dash – but fiddly buttons
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