If the nearest replacement clutch hadn't been 6000 miles away in Japan, we would have experimented more to find that perfect balance. The obviously new parts of the 700 are on the outside. But at the same time, the Suzuki's configuration as an endurance-racer replica has forced some substantial compromises in the bike's overall performance. The alternator and starter motor are mounted behind the cylinders. Chassis performance was less spectacular but still very good. Our efficient ads are free. The pistons have changed radically; they are much lighter than before, with almost no skirt area at all.
Unfortunately for Yamaha, it did not achieve the sales success it deserved, even when uprated a year later with a full fairing. Both bikes seemed light-years ahead of the 750 class. Simply drill the mounting holes, mount onto your chassis, take off the paint, and replace your busted side panel with our lightweight fiberglass piece today! It has a brand new battery and is ridden about a mile every two weeks to keep if fresh. The Suzuki feels like a racebike on which someone has done an exceptionally thorough job of conversion, making it into a streetbike by adding lights, an effective muffler and some padding to the seat. Front forks were air-assisted and.
Suzuki sport bikes were always sold a little bit cheaper than the competition, and in the four-bike magazine shoot-offs always managed to get around the Street of Willow or whatever track was used. This solo seat cowl has two tabs along the bottom edge that hook underneath the upholstery for installation. The reason is that 18-inch tires last longer than 16s and the larger diameter front rim allows the front wheel to be changed without pulling the brake calipers. A certain amount of intake charge axial swirl past the sparkplug s is needed to get a good flame front moving through the cylinder, which is necessary for getting optimum combustion. As an aside, many people will not let a potential buyer ride their motorcycle, especially if it has fragile plastics on it or has any kind of performance potential. In a multivalve engine, maximum rpm is limited by the size of the largest valves: in a 3-valver, the exhaust valve is larger, and in a 4-valver, the inlet valves are larger. They discovered this problem in racing 5 valve engines Kawasaki experimented with them as well and ended up going back to 4 eventually.
Throughout its long period of production, the Genesis range has successfully provided performance and reliability. The displacement has been dropped to 697cc by the simple expedient of destroking the crankshaft; the pistons move 48mm in the 700, 51. And to ensure that both machines were stretched to the fullest, we enlisted the aid of Doug Toland, a California club racer who has of late been dominating the streetbike classes at that track, turning times on a production 600 that are more appropriate for a superbike. So the engineers elected for an inline-Four with a difference: The cylinders canted forward 45 degrees, and downdraft car-buretion mated with nearly straight-shot intake ports, ports that may have as much to do with the engine's power as the multiplicity of valves. Touching the front brake lever increases the stand-up tendency greatly; the relatively soft fork springing gives the rider a few milliseconds to adjust his steering as the change occurs, but the first few applications of brake while leaned over will have most riders bobbling their lines a bit. I know that there has been a knock on Honda reliability by some here. Then again, Eddie also did compare his race bike to a Winnebago! The crankshaft is geared directly to the.
Neither does the power delivery seem indicative of the bike's absence of weight. The valve gear, with its three-intake, two-exhaust layout, is unchanged. The chassis remains as it has always been: long, low, rigid and a little quirky. What was indisputable was that their light weight allowed for faster opening speeds, and softer valve springs, all contributing to theoretical increases in engine speed and thus power outputs. Also check out our at Bikez. There had been two-valve engines, three-valve engines and even four-valve engines, but the radical, race-ready five-valve Genesis design was fresh, beautifully executed and performed famously on the street and on the track.
Eighteen-inch wheels are used front and rear, a departure from recent sportbike practice. Valve clearances are adjusted with under-lifter shims. Starting is by electric starter only. Handling was stable and precise. Mine is 000244 and I have seen 000248. After dialing in the suspension 10 psi in the fork, rear shock preload set to the No.
The strong mid-range made the bike easy to launch, but keeping the front tire near the ground through first gear was difficult. Every other part is as it was from the day it rolled off the line in Japan! But by anyone else's, it is stunningly light, with so little mass that it almost needs to be tied down. Outrageous torque and raw, high-rpm power providing incredibly smooth power delivery out of the corners. Again, I was 18 and on the wrong side of dumb. While most motorcycles are faster than the average car, this was just on a different planet compared with what I was used to.
Our riders found themselves consciously using the throttle to steer instead of the handlebars be- cause adjusting the throttle gave smoother, more predictable results. Once out on a road strung together with higher-speed curves, however the Suzuki steers more heavily, almost slowly. Also, slightly slower steering may be a benefit for an endurance bike, especially when a tired rider has to cope with a wet, slick track at 3 o'clock in the morning. The exhilaration and enjoyment of that morning began last fall at the Cologne motorcycle show in Germany, where these two extraordinary motorcycles made their first public appearance. The airbox was shifted forwards to a new position just behind the steering head, and the fuel tank extended down into the space normally occupied by the carbs.
Similar thoroughness has been applied to finding horsepower in the engine. The solution is to cant the engine radically forward at about 45 degrees. Yamaha also had to find the best engine configuration to wrap around this new combustion chamber. Again, if the rider didn't already know the weights of the two machines and had to judge only from a trip through a 60-mph S-bend, he probably would think that the Yamaha were the lighter. Lightened reciprocating parts Yamaha claims the piston-ring-rod assemblies are 13 percent slimmer are often the basis of an all-engine weight-loss program; with less mass flopping on the crank throws, the crankshaft journals can be reduced in size, the crank can be made lighter, and the cases that support the whole mess can be pared down as well.