In the late 1980s and early 1990s it seemed that everybody was trying to improve upon motorcycle front suspension design. The working theory was that as front forks have to deal with multiple different forces (suspension, braking, steering), they needed to be extra beefy to handle them all. A better way might be to isolate some of the forces, enabling a better handling, safer motorcycle. Engineer James Parker developed the RADD concept, which was adopted by Yamaha for this rare sport-tourer: the GTS1000.
1993 Yamaha GTS1000 for sale on eBay
From the seller:
Right side has been down, plastics have been replaced, scratches on the frame and front swingarm
There were many interpretations of “funny front ends” during this era, including the Bimota Tesi and the legendary ELF racers (both of which experimented with alternate takes on the swingarm front end concept). Noted designer Tony Foale created one, and Dutch master Nico Bakker marketed an example as well. But for all the benefit of isolating braking, suspension and steering forces, the concept has yet to take off commercially. All of what adds up to make this GTS a rare bird.
This bike is far from perfect, but then we don’t see many of them around. Prices are relatively cheap, and aside from the front end the rest of the bike is pretty standard Yamaha – meaning parts availability and mechanical reliability are what you would expect. Click here to check out all the pictures. Be sure and let us know what you think!
MI
I’v had bikes with leading link front ends,/2 BMW road.Greevs,trail riding and liked both. But never a hub-steering bike.Can anyone with experance advise + describe. thanks&saferide
I love the GTS, always wanted one. But this one looks to have had a hard life. The deep gouges on the frame and front swingarm are a bit concerning.
hmmm, it didnt seem to like my earlier post
anyway, there is a previous post here on RSBFS back in october for another gts and there was a link embedded to a review of the bike.
personally, the limiting of the engine to 100 hp plus all the sport touring weight seems like a fail to me….another good that failed in the execution, part it next to the V-Due and the Modial Piegga maybe 🙂
I’ve ridden one of these and a Bimota Tesi, so I can articulate the front end feel and differences. The Yamaha front end really feels heavy and somewhat conventional, and you do really feel brake dive. If you had blindfolded riders and asked for feedback after a street ride, most couldn’t tell it was different. You got off and thought, “what’s the point?” James Parker, inventor of the RADD front end has said that Yamaha engineers played it too safe and made the wrong changes and modifications (on their own) in the final design geometry. That said, the biggest GTS1000 disappointment to me was the neutered power compared to an FZR1000 that the engine is based on. The fuel injection was nice and crisp, but it just ran out of breath and had no top end. If you’ve ridden or owned an FZR1000, you’d feel it right away. This particular example seems pretty hammered, and to my eye shows much more wear than the indicated mileage. Just sayin’.
The Bimota Tesi front end is completely different in design and feel. Complicated- 36 separate parts: rods, linkages, joints, hub, Belleville washers, kingpin, etc. At slow speeds on the street, it also feels pretty normal. Pick up the pace or get some track time, and it suddenly WORKS. Biggest difference is total lack of front end dive under even heavy braking. It’s hard to get used to and trust at first. Can you say killer late braking for a corner? It’s a completely different feel from the GTS1000.
I always enjoy your commentary Sixth . I can remember seeing a race bike (possibly a Bimota TESI ) with that kind of front end @ Daytona some good amount of years back . Looked neat and functional . The GTS looks so unique though a very portly specimen of the technology . I honestly can say I was most attracted to the first prototype that James Parker came up with , his XL600 I believe . It was quite clean and sleek and light of course . The front end really looked like it belonged on there once he had grafted everything together . I mean to say that for its time back then it looked futuristic for the mid 80s . We are now 30 years later……. Still ……how many Yamaha GTS1000s do you see for sale these days ?
Thanks for all of the constructive comments, guys!
I agree with RC30 – we appreciate sharing your experiences, Sixthgear. Hard to contain my jealousy with the Tesi riding, actually.
The previous post of a GTS is located here. Note the GTS ridden at Daytona by former Motorcyclist editor Brian Catterson: https://evu.hhv.mybluehost.me/raresportsbikesforsale/1993-yamaha-gts-1000/
Love2lean – can’t say I disagree. One of the shortcomings of this arrangement generally is the mounting pivot for the front swingarm – it tends to be the first hard point that grinds while cornering….or falling.
-Mike
Funny that you should link to that Daytona raced GTS1000- I was at Daytona in 1995 and saw/photographed that bike. It had problems and didn’t do well. Got a lot of attention, though. Believe it or not, there was also a GTS1000 raced at the Isle Of Man around the same time. Hard to imagine on what was a heavy sport touring bike. These Yamahas are uncommon, but not that hard to come by if you’re patient for a good example. They’re also very well built and long lasting. Remember, they sat unsold for years at dealers, with heavy discounts- nobody really wanted them then. Definitely a cult bike now. There’s a long time owner at our Sunday morning hang out who has one with 93,000 miles, last time I looked. It has been cared for and is in MUCH better condition than this sorry example. If you think you need one, ride a good one first before committing.
Would this be a good candidate bike chassis for putting in a different engine and lightening it? At 540lbs it’s a complete porker. Maybe putting in a 600 engine and eliminating a LOT of the weight? Never seen one modified….
But as above, would you then be inventing your own new springs and suspension settings to get it to work right?
Hi Jason – great question. The issue with engine swaps on these bikes is the fact that the “frame” is really two C-sections that bolt the engine to the front and rear swingarms. Swapping out the motor will require new frame castings to fit it, which if they are not in the same locations as the original, will have an effect on suspension geometry. I’m not saying you cannot do it – but this is probably not the easiest bike to modify in that fashion.
Thank you for the update. It was my understanding the Omega frame was 100% of the suspension and the engine isn’t a stressed member. Am I wrong?
It would be a huge undertaking. Probably easier making a Bimota Mantra look good! 😉
thanks for the info,SIXTHGEAR.on the /2 beemer earls type fork a little front break in a corner will rise & get valve covers off the road,same as shaft jacking,with a rist-twist…….only 29 – HP & 40 mph behavyor
[…] the Yamaha GTS posted on RSBFS earlier this month, the Bimota Tesi 3D has a hub centered fork. And that's about where the similarities between the […]