Posts by tag: Suzuki

Suzuki February 12, 2018 posted by

Featured Listing: Resto-mod Suzuki TL1000R

SOLD IN 24 HOURS! Congratulations to buyer and seller! -dc

The Suzuki TL-1000R was a bold but flawed stab at stealing big v-twin superbike dominance away from Ducati. The bike was a bit of a misfit, impressing neither road testers nor road racers, as it was overweight and fitted with a mystifying and dangerous radial damper rear suspension. Aside from a few privateers racing at the club level, the bike never achieved much on the track, and its street sales hurt as a result.

Superbike Universe aimed to solve that problem, taking on a used TL-1000R as a project and producing the bike you see here. It has been relieved of its butt-puckering rear suspension and given a traditional Penske clicker shock. The front end, heavy as stock, has been tossed in favor of a set of upside down forks off a 2009 Gixxer, which have been treated to custom internals. The brakes also got more than a once over, with stainless steel lines, Brembo Monoblocs and a radial master cylinder taking over duties.

From the seller:

Here is another result from the long brutal winters here in the Northeast. I started out with a stock TL1000R and set about stripping everything I could off of it to lighten it up. The super heavy front end was replaced with a 2009 GSXR1000 front fork with 25mil K-Tech internals. The brake set up is truly one finger amazing. I used a Accossatto Radial master cylinder, custom Core stainless lines and a set of Brembo Monoblack calipers from a 2014 GSXR1000. Those massive Brembo’s clamp down on a set of 330mm PVM superbike rotors. Out back I ditched that crazy Suzuki rear suspension box/spring thing that didn’t work and weighed about 30lbs. I replaced it entirely with a custom Penske triple clicker and a one-off billet Linderman linkage. Not only did I loose a ton of weight up high but the rear end works perfect now!. The bike rolls on a rare set of 5 spoke MARVIC magnesium wheels that allow for amazingly quick turn in. A very rare 2 in to 1 Yoshimura exhaust helps get rid of burn fuels and again a shit load of weight. All brackets for the rear sub frame and passenger accommodations were cut off and trimmed accordingly. A fiberglass single seat Sharkskin tail and a custom under tray tidy up the rear of the bike. In all I lost over 108lbs off the original bike. They say that the TL100OR weighed just 424lbs in the original bike specs but that is complete bullshit. It weighed 493lbs fully wet when I started this project. Now with it weighs a super light 384lbs fully wet and with three gallons of fuel. If you push this around you feel the super light weight. I had an awesome Lance Johnson Paint Worx Yoshimura paint scheme applied to the stock /aftermarket bodywork. It looks fantastic and rides great! Certainly one of a kind and is exactly the bike Suzuki could have ended up with if they continued development. Put this Superbike Universe special in your collection now for a fraction of the cost of development.

The real eye opener is the claimed weight loss: more than 100 pounds off the stock bike, via a combination of suspension, wheels, brakes and body work. The whole package, complete with a ton of one-off and rare parts, will set you back $7,500. If you have an affinity for odd ducks or under dogs, or just like the idea of a howling Japanese v-twin, this thing is your mount.

Featured Listing: Resto-mod Suzuki TL1000R
Suzuki January 6, 2018 posted by

Pristine stroker: 1996 Suzuki RGV250SP VJ23A

This 1996 Suzuki RGV250SP appears to be in the hands of our friend Gary in Utah, and like the lion’s share of his bikes, it’s nigh on perfect. The original fairings and tank show very few flaws, and from a glance the biggest blemish seems to be on the aluminum boot guard.

1996 Suzuki RGV250SP for sale on eBay

Based on frame number, this appears to be a T model VJ23A, which in stock form for the Japanese market was limited to just 40 horsepower. That should still be a laugh riot in a bike this small and light, but the 70-degree v-twin is well known for being capable of around 60 horses if you massage it right.

The VJ23s represent the latest and greatest in Japanese two-stroke technology. While they share v-twin architecture with the VJ21 and VJ22s machines that came before, the motor in the later machines shares almost nothing with its elders, from revised powervalves to a narrower vee angle.

From the eBay listing:

Up for sale is a 1996 Suzuki RGV250SP VJ23A with only 32,741 kilometers (20,344 miles). Bike is in mint condition with only a few scratches on the left side upper, a few light handling marks and some rub marks on the heel guards. No dents in the tank, no cracks in the fairings, and has a very clear windscreen. Bike is completely stock and all fairings and components are 100% genuine Suzuki factory OEM. This bike is gorgeous! The previous owner took extremely good care of it. Lol, this bike was loved as a child. Comes with new battery, new fluids and new fork seals. Runs like the day it was new. This is a premium bike and very rare to find in this condition. Bike comes with a Utah state title and is titled as a streetbike for road use. Text 801-358-6537 for more pictures and questions. Auction could end anytime as bike is for sale locally. $200 deposit due immeadiatly after auctions end thru PayPal. Balance due within 5 business days by check, bank wire or cash in person.

The bike has certainly been ridden, which makes its condition that much more impressive, and it comes with a clean Utah street title, so it should be good for another few years of high-strung fun.

Pristine stroker: 1996 Suzuki RGV250SP VJ23A
Bimota December 30, 2017 posted by

Featured Listing: 1980 Bimota SB3 for Sale

Update 3.27.2018: Contact Chris with your interest by email: cdavid@wddlegal.com

Most of our readers probably think of Bimota as a manufacturer of overpriced two-wheeled status symbols dripping with billet and carbon fiber and Italian style. But Bimota originally took its name from founders Valerio BIanchi, Giuseppe MOrri, and Massimo TAmburini. Yes, that Massimo Tamburini. And his genius is on display in this 1980 Bimota SB3 that was one of their earliest and most radical machines, considering it was based around the inline four cylinder engine from the very typical for the period Suzuki GS1000.

Japanese bikes of the 1970s and early 1980s, even those from factory racing efforts, had engines that were famously more advanced than their frames. Road bikes were often especially bad, with flexibility that meant some felt like they had an extra hinge in the middle, and into this handling void came Bimota. A tradition of boutique frame builders actually sprang up all over Europe and Great Britain to fill the need for bikes that went around corners as well as they ate up straight lines, and Bimota was one of the most successful.

It’s a shame Bimota didn’t make naked bikes during their heyday, since the tubular frame seen on the SB3 is a work of art, and incorporates innovative ideas like the concentric swingarm pivot that kept the geometry constant throughout the swingarm’s travel and allowed the chain to be run with virtually no slack. The frame fit so tightly around the engine that it actually split to allow servicing, once the one-piece tail and tank-cover was removed.

Even without the handling improvements provided by the frame and suspension upgrades, the SB3 still would have been blisteringly fast: the air-cooled Suzuki four was lightly tuned, but the overall package was a staggering 79 pounds lighter than the stock machine. It was incredibly rare, incredibly exotic, and incredibly fast, although it was also incredibly uncomfortable: a torturous riding position and unforgiving suspension meant it was only at home on very smooth, curvy pavement.

From the Seller: 1980 Bimota SB3 for Sale

1980 Bimota SB3 #187 of 402 with spare unused factory fairing and windscreen.

Trades considered. – Items of interest – Ducati’s or toys using Ducati 900ss engine, will accept or add cash for the right deal.

The SB3 had its debut at the Milan Show in 1979 and showcased some radical thinking; particularly in the frame design. The chromoly frame is assembled around the engine and uses aircraft style ‘conical’ joints to connect the front and rear halves. It also has a ‘perimeter’ swing arm, which pivots exactly at the transmission sprocket axis, eliminating the need for chain slack and geometry changes that go along with that. Modular bodywork, top-line (for the day) Italian components (Brembo, Marzocchi, Campagnolo,). Powered by Suzuki’s bullet-proof GS1000 power plant, only 402 copies were made during its production.

Local Texas bike that has been ridden/enjoyed over the years. The bike has some wear from use which is listed below. The only upgrades are period correct Keihin CR 31 smoothbore carburetors, Dyna S ignition, and fresh coils.

Wheels have been brought down to bare magnesium and dye tested for cracks. After testing came back fine they were then properly primed and painted with color matched from an original color chip. Wheels have new bearings front and rear.

Bike comes with a spare fairing as the builder of the bike planned to use it as a race bike but never ended up doing so. Lately, I was able to source a spare original windscreen in clear so you have a color choice. Front and rear suspension rebuilt in 2016. Recent engine removal for valve adjustment.

Parts are able to be sourced online from BimotaClassicParts.com and your local Suzuki shop.

• Slight rash on right side fairing pictured from garage tip over.
• Some rock chips in paint on forks from road use as pictured.
• Some paint cracking and peeling around gas cap (damn ethanol). Inside of tank looks fine.
• Left fairing is shows bubbling under the paint. Use the new spare fairing while this is sent for repair.
• Odometer does not work as no speedo sending unit is installed. Currently a spacer is installed where a speedo sending unit would mount. I will include the Garmin wrist wearable GPS I leave on the upper fork brace I use to track speed and mileage.
• Swingarm under rear shock mount is missing some powdercoating and shows surface rust.
• Upper fairing has a slight crack on the left side near the petcock. Was like this from my first meeting the bike 25 years ago and has not grown.
• Petcock has been rebuilt. Does not use vacuum from carbs to operate so should be switched on and off and likely cause of above mentioned crack.
• Recent replacement of coils, wires, and upgrade to Dyna S ignition module.
• Magnesium wheels freshly dye tested and properly prepared (chromate treatment) before paint which was properly paint matched from original.
• Fresh spark plugs, caps and wires.
• Fresh tires, tubes and wheel bearings front and rear.
• New chain.
• Rear brake caliper recently rebuilt, parts on hand to rebuild front when required.
• Front forks and rear shock rebuilt in 2016 by 812 Suspension.
• Clutch cover freshly powder coated to match original engine color.
• No oil leaks.
• Engine has solid compression and all cylinders within 5% of each other.

The seller is asking under $15k for this mechanically very sound SB3 with a few clearly shown cosmetic imperfections. Certainly a good place to start for a restoration, or just ride it as-is! Even better, follow through on the bike builder’s original intent and enter the bike in some classic races! Skinny tires and vintage power output aside, I’m sure it handles well and would certainly be in the true spirit of Bimota’s original mission. Considering how impossibly stiff the stock machine was supposed to be, that might be the best use for it…

-tad

Featured Listing: 1980 Bimota SB3 for Sale
Bimota December 29, 2017 posted by

Race History: Ex-Anthony Gobert Bimota SB8K for Sale

Both a flamboyant racer and a cautionary tale, Anthony Gobert was a hugely talented rider who fell from grace after a failed drug test. Several times, actually. Racing today is obviously a far cry from the wild days of the 60s and 70s, where playboy racers partied with stewardesses well into the night before getting up the following morning to risk life and limb while nursing a hangover. Today’s riders generally treat racing as the serious profession it has become, instead of as a way for daredevils to travel and booze it up on someone else’s dime. I’m sure Gobert’s missteps would have been laughed off in another era, but a failed test for marijuana, of all things, ended his MotoGP dreams in 1997, although he continued to race in Superbikes events in a variety of classes. Somewhere along Gobert’s slow downward spiral, he got a ride on this Bimota SB8K and managed to make an underfunded machine from a tiny manufacturer briefly competitive, a testament to his talent.

Bimota’s SB8 was really the TL1000R that Suzuki wasn’t able to build, and one of their most successful models. There’s no doubting the liquid-cooled, 996 v-twin engine’s prowess: it’s been used in various iterations by Suzuki since 1997 to power both sports and touring models. More importantly, both Cagiva and Bimota saw the potential for the engine to power some serious sporting hardware, and just needed to work around the layout challenges posed by the v-twin. As can be seen by the Ducati Panigale’s side-mounted rear shock, a transverse 90° v-twin is very long, making it difficult to package efficiently in a compact sportbike while simultaneously maximizing swingarm length. Suzuki used an innovative rotary damper with roots in Formula 1 to support the rear of their TL1000S and TL1000R. Unfortunately, while the concept was sound in theory, it didn’t work so well in practice, as the undersized unit tended to overheat and cause handling to go from “stable” to “exciting” without much warning.

Bimota took that throbbing, 138hp lump of an engine and put it into a machine that could much more fully exploit its obvious possibility. As with all Bimotas, the SB8’s real party trick was a state-of-the-art frame. While I’m a sucker for Ducati’s classic trellis unit, the SB8 used a wild composite design based around stiff, lightweight aluminum spars with carbon fiber side plates and a self-supporting carbon fiber tail section. You can see Bimota’s solution to that rear suspension issue, peeking out on the right side of the bike from behind the main frame spar. Ultimately, the SB8 weighed in at nearly 50lbs less than the TL-R, although the bike is uncharacteristically broad and bulky for a v-twin, ironic considering the amazingly slim design of the Ducati 996. It’s exotic for sure, but not especially pretty, and the carbon air tubes on the original SB8R also meant you’d better know where those hand controls are without looking, or you’d be craning your neck awkwardly trying to find the high-beam switch or cancel the turn signals. Best not to use them.

Of course, the locations of headlight and turn signal switches matter little in this particular case, since this is the updated SB8K version that did away with the massive carbon tubes in favor of a more conventional intake system. And this bike doesn’t have signals or lights anyway, since it’s the very World Superbike machine that Gobert used to win at Philip Island in 2000, reminding everyone of his talent, if not his self-control. Many who worked with him feel he could have been one of the all-time greats, and flashes of his brilliance can be seen in results he achieved on the SB8K.

From the original eBay listing: Ex-Anthony Gobert Bimota SB8K for Sale

ex-Anthony Gobert, winning in Philip Island April 2000.

VIN: 00071

This is a legendary bike in a WSBK history for who remembers the victory in april 2000 in Philip Island when Fogarty ended his career… also it is an ICON for the Italian racing motorcyles enthusiasts and the Bimota collectors. 

Only 2 FACTORY bikes were built for the 2000 WSBK, frame #71 and frame #73. This is the only of the 2 fully preserved, complete (with telemetry) and owned by BIMOTA FACTORY from year 2000 to 2017. Full history know, fully untouched since the 2000 season ended.

The bike is fitted with SUZUKI FACTORY TL1000R magnesium/dry clutch engine but tuned then for Bimota by one of the TOP mechanics in the Italian motorcycling history, Franco Farne’… yes the Ducati legend! The bike comes with some spares: engine cases, 2 heads, spare rear wheel, box with bits and pieces.

Letter of verification by the FACTORY present.

Parade, race and collect!

Be sure to check out the photos in the gallery above. The shot of the injectors and one of the high-capacity radiator with the cutout for the front cylinder are especially cool. This is yet another ex-race machine being offered by the same seller as the YB4 racebike from a couple weeks back and, a bit of expected racing wear and tear and some significant discoloration on the swingarm, appears to be in very nice condition. There are several days left on the auction, and bidding is up to just under $9,000 with the Reserve Not Met.

-tad

Race History: Ex-Anthony Gobert Bimota SB8K for Sale
Suzuki December 21, 2017 posted by

Featured Listing: 1993 Suzuki GSXR400

The smallest Gixxer led a long and fruitful life of bringing young riders into the motorcycling fray, riding the wave of 400cc popularity that swelled, crested and broke in the 1990s. Like most Japanese four-stroke 400s, it had an aluminum frame, a screaming inline four that made around 60 horsepower and aped the looks of its bigger stablemate.

1993 Suzuki GSXR400 for sale on eBay

Despite all that, the little Gixxers were never as popular as their competitors, with reviewers bemoaning somewhat primitive chassis and a peaky engine, even by 400 standards.

But today, they are as eagerly sought after by collectors as any of the 400 sport bikes, in part because they are quite rare. The 1993 Suzuki GSXR400 here is a well cared-for, low-mile example that spent much of its life in the hands of a collector in Japan, before coming into the collection of our buddy Gary.

With the exception of some spots on the wheels and a little pitting here and there, this one looks much newer than even its scant 8,000 miles would suggest. The fairings show no cracks or blemishes, and it is titled and ready to ride.

From the eBay listing:

Up for auction is a premium example of a 1993 Suzuki GSXR400 with only 12,903 kilometers (8,018 miles). This GSXR is almost museum quality. This is a bike you want in your collection. Bike is perfect in every way. The only issue is a tiny rock chip in the paint on the left upper side of the fuel tank and some tiny light scratches on the left rear cowling. Bike is solid and looks very well cared for. Bike appears to have never been crashed or dropped. Super low miles. Purchased from a collector in Japan. Bike has aftermarket exhaust and full flow carb intakes. Runs very smooth and revs like a raped ape. Full service just performed with a new battery, new fluids and new Michelin Pilot’s front and rear. This bike won’t disappoint.

$200 deposit due immeadiatly after auctions end thru PayPal. Balance due within 5 business days by check, bank wire or cash in person. Auction may end anytime as bike is for sale locally. Please text 801-358-6537 for more pictures and questions.

There is no buy-it-now set for this beast, but the auction does have a reserve. The bidding won’t end before Christmas, but keep an eye on the auction and you could snag yourself a sweet Boxing Day present.

Featured Listing: 1993 Suzuki GSXR400
Suzuki December 21, 2017 posted by

Grand Prix Spirit: 1991 Suzuki RGV250 for sale on eBay

Just in time for the holidays, our buddy Gary in Utah has put up yet another of his grey-market wonders, this time in the form of a bone-stock 1991 Suzuki RGV250. The bike has covered a little over 10,000 miles and has been well looked-after in that time, but it does bear a few scuffs and bruises from its time in the wild.

1991 Suzuki RGV250 for sale on eBay

The bodywork is stock and mostly original, with the exception of a new coat of paint on the front fender. The rest of the bike shows very nicely, though it won’t be mistaken for a brand-new bike. As with all Gary’s rides, the engine has a full complement of new fluids, and apparently runs like the day it was new, with its original exhausts and stock jetting.

From the eBay listing:

Up for auction is a 1991 Suzuki RGV250 VJ22A with only 17,624 kilometers (10,951 miles). Bike is in beautiful unrestored condition with only a few light scratches and handling marks. All fairings are 100% genuine Suzuki factory OEM. Front fender has been professionally re-painted by previous owner. Engine and exhaust are completely stock. Bike runs like the day it was new. The front forks have some corrosion on them but should clean up nicely. The right fork tube has a small ding in it but it’s not in the travel area. (see pics). No dings in the tank and no cracks in the fairings. This bike is a solid rider and is ready to go to the canyon or the track. Just serviced with new battery and fluids. Bike comes with Utah state title and is titled as a street bike for road use. For more pictures or questions please contact me via text 801-358-6537. $200 deposit due immediately after sale thru PayPal. Balance due by check, bank wire or cash in person due within 5 business days.

The little RGVs are known to be a bit wilder than some of their competitors, with little done to calm the characteristic two-stroke snap and slightly more primitive chassis than their rivals. The values on these are going skyward quickly, as interest and attention grow. A stocker in nice riding condition should be a great position to be in, especially as imports arrive with aftermarket exhausts and suspension pieces.

Grand Prix Spirit: 1991 Suzuki RGV250 for sale on eBay
Suzuki December 7, 2017 posted by

Featured Listing: 1989 Suzuki GSX-R750K

When Suzuki introduced the GSX-R750 (G model) to US buyers in 1986, the racing world was set on fire. With four-stroke, race-bred technology – devoid of the corny race-replica shortcomings – the original GSX-R was a privateer’s dream. This was as close to a race bike as one could buy in a showroom, and Suzuki capitalized on that fact with lucrative sponsorship opportunities in both professional and amateur racing series. This first generation of the GSX-R is often referred to as “slabbie” due to the flat, narrow bodywork along the sides and rear of the bike. Notable chassis features included an aluminum alloy frame, adjustable suspension and large, ventilated triple disk brakes. But the big story was the motor: to save weight the GSX-R was air-and-oil-cooled. This setup was pioneered on the XN85 Turbo project, and resulted in a much lighter package than the liquid cooled competitors. Bottom line: The GSX-R was a formidable track weapon.

Featured Listing: 1989 Suzuki GSX-R750K for sale!

Fast forward only a few years, and already there were significant changes. While the unique air-oil cooling was retained, 1988 (J model) introduced a shorter stroke power plant that could rev higher than previous models. Gone were the flatslide carbs, replaced by new, larger Mikuni “slingshot” carbs with vacuum-actuated slides. The newer carbs worked better at lower RPMs and ultimately made more power than the first generation setup. The bodywork gained some fluidity through subtle curves, although the paint scheme remained familiar and relatively traditional. Chassis changes included a stronger frame, a bigger front fork and new wheels allowing for wider rubber. With the additional performance and handling capabilities came an increase in weight. The 1989 (K) model was the culmination of these changes, producing a meaner, faster GSX-R – and a neo collectable in its own right.

From the seller:
This gorgeous 1989 Suzuki GSX-R750K “Slingshot” edition was brought to SUB moto service for a “make run” and ultimately a full restoration. Our service department took it apart, looked it over closely, any parts showing excessive wear and tear were repaired, refinished or replaced. This almost 30 year old GSX-R had held up well.

Its hard to believe that 31 years have passed since the US introduction of the original GSX-R. The model has held up well, and the J and K models have started to appreciate in value just like the slab-sided generations have done. The problem is finding a solid example of the breed. Three decades ago, these were mass-produced motorcycles of reasonable cost. Many found their way onto race tracks or (worse) into the hands of teenage squids who wanted to emulate Roberts, Lawson or Spencer. Today even a clean K model Gixxer is old and will likely need serious refurbishment. That is the appeal of this particular 1989 Suzuki GXR-R750 Slingshot – it presents well and has been thoroughly refurbished. This is a rider that you can collect. Or a collector that you can ride. Either way, you will be sitting pretty.

More from the seller:
It received a full service, new tires, all fluids were replaced and a complete carburetor rebuild including all rubber internal parts.. The original bodywork was sent out to be professionally inspected for any cracks or weak spots, Then repaired, gas tank cleaned out and everything repainted to exact factory specs even using an NOS Suzuki decal kit! All rubber pads and cushions mounting the tank and bodywork were also replaced. The original white wheels were sent out to be professionally powder coated, we cleaned and re-greased all the wheel bearings, reinstalled and then slipped on a fresh pair of Michelin Pilot Power 2CT’s.

This GSX-R750K is not a concourse level restoration and really should be ridden and enjoyed, these are great bikes and a wonderful model series.

More from the seller:
Over $6500 spent in restoration! It will stand out in the crowd, Blue/White combo is always Suzuki’s most popular and this one is a true classic. We just finished up some final details and it is ready to go!

If the beautiful pics are not enough to whet your appetite, check out the short video provided by the seller. Be sure and crank up the volume, as this Slingshot sounds fantastic! Take note of how clean everything looks. This is not just some used bike, but rather an example that really stands out from the crowd:

A few years from now (or a few years ago) you will be making comments like “I remember when the non-slabbie GSX-Rs were unloved and you could pick them up for nothing…” Those days are gone, as are many of the good examples of this breed. Good looks, great performance and a solid pedigree – what is there NOT to like of this generation GSX-R750? If there is a downside, I certainly can’t find one. The K model does not have the distinction of being first generation, but other than that it is a superior motorcycle in every way to the earlier series of the line. With values on the rise, the time to get in is now. Check out this beautiful example courtesy of Seattle Used Bikes (a reputable shop in the Pacific Northwest) and be sure and tell ’em you saw it on RSBFS.

MI

Featured Listing: 1989 Suzuki GSX-R750K
Suzuki December 3, 2017 posted by

Featured Listing: Suzuki Carbon Katana Resto-Mod!

RSBFS has long been the leader in bringing you the best classifieds found online every day. Typically we focus on rare, original machinery and stay away from bitsa bikes, rat bikes and customs. Generally we ignore anything that devalues a collector steed. But once in a while we come across a bike done so well that we feel we would be doing our readers a disservice NOT to post it. Such is the case with this incredible Katana resto-mod. Far from a whored out ‘Busa or the like, this is a tasteful build that reflects the true spirit of the 1980s – a period correct homage, if you will – while also bringing the bike up to a more current spec.

Amazing Suzuki Katana Resto-Mod for sale!

As stunning as the stock Katana was when first introduced at the cusp of the 1980s, the shape remains effective today. This was (and is) an aggressive looking motorcycle. In fact, it’s hard to believe that the Japanese farmed out the design work to a German company; regardless of how it happened, the Katana remains one of the most polarizing motorcycles of the modern era. And this build simply reinforces the amazing shape and purpose of the bike, introducing modern technology such as carbon fiber and combining updated components to the existing platform; the original clearly shines through the updates. There is so much going on with this bike, that I will leave it to the seller to help explain the details:

From the seller:
Darren Begg of dB Customs has quickly established himself as a leader in world-class restomod builds. His builds often retain the original silhouette and paint scheme of the vintage sport bike while upgrading the powerplant, suspension, brakes, and switch gear. The results are high-powered icons of yesteryear, brought fully into the modern age — the true spirit of the restomod.

More from the seller:
Ray Mancini of Xtreme Motorsports, in Tennessee, built the motor. A 1260cc 173hp (@counter shaft) (110 ft-lbs trq.) was created for this Carbon Katana. Ray used a MTC Block,Webcam cams (.370/256), long hard weld rockers, his Stage 1 ported head with 1mm oversized stainless valves, top end oiler, HD case studs, under cut transmission and a balanced crank. 10.5-1 compression pistons fed by 38mm RS Mikuni carbs and relieved by a JayGUI Racing Exhaust finish it off. A Powder coated frame, Carbon Fiber Fuel tank cover and Carbon body work sourced from Japan keep it black.

More from the seller:
The build includes Brembo brakes, Öhlins Racing AB suspension, Dynatek Electronics ignition, OZ Racing wheels. Michelin Pilot Power 2CT tires. Underbridged and modified Bandit 1200 Swingarm. Billet Triple Trees from Pulse Performance. Woodcraft Technologies rearsets, Speedcell battery, Koso gauge cluster, Yoshimura Japan Co.,Ltd. throttle and cables, GSXR 1000 controls. Rizoma Spy Bar Ends. Paint work by Sketchs Ink (all paint, no decals!). It is a one of a kind powerhouse bringing together the past and present! Titled in Arizona. Delivery available.

1980s Katanas remain a pretty hot item in the collector world. In 1981 this was the fastest street motorcycle available, bar none. But nothing introduced nearly 40 years ago can be considered in the same performance vein as anything remotely modern thanks to the inexorable march of technology. This is a bike that someone like Pops Yoshimura would have envisioned back in the day, had any of these parts been available. But this bike is more than just a sum of the parts. This phenomenal build takes the spirit and intent of the original Katana and multiplies it many times over.

There are many collectors in our ranks that own factory hot rods from a bygone age. And while in some areas these bikes can still deliver the goods, the inevitable truth is that performance benchmarks have not remained static over the years. Even something like an uber-rare oval piston NR750 will feel tame compared to today’s crop of hyper 600s. Imagine being able to ride the dream machine from your youth, but with the power (173 HP!), suspension (Ohlins), brakes (Brembo) and handling that you’ve come to expect in today’s world. That would be a true dream machine, and that is exactly what this Carbon Katana delivers. This is a one-off built by someone who did not pinch pennies; the results are obvious and the outcome is glorious. You could not replicate this for the asking price, making this both a dream AND a bargain. Check it out here, because this one will go as fast as it looks. What a build!!

MI

Featured Listing: Suzuki Carbon Katana Resto-Mod!