Practical Sportsbikes

360˚ GARAGE

THE BIKES Not a million miles away from being a tidy, 1995 CBR900RR-R FireBlade
original. Frame will need unpolishing, though “This looks like an Urban Tiger,
and has the right bodywork, but
technically it was born in another
paint scheme. There is nothing in the
chassis number that indicates what
colour the bike was when it left Japan
and I have a genuine UrbanTiger
subframe with the correct paint code
sticker on the bike so to all intents
and purposes, it is a Tiger – it even
says beige in the log book.

“I paid £1300. It had been sat in
a garden for a few years. It looks
terrible, and I hate its polished frame,

but aside from a little ding in it, it
looks far worse than it is. I like
its originality, it has an OE
exhaust and downpipes, and
it won’t take much work to
get it back to looking good.
I plan a ground-up rebuild,
with a quick check over the

motor’s head. When it is back to
near perfect it will be worth more
than £4000. But I probably won’t sell
it as I really like the bike.”

2003 CBR600RR I took the head off and the valves 1998 CBR900RR-W FireBlade I’ll fit original bar ends, and then
“The owner of this bike had used it were horribly coked-up simply due “This is a really nice bike and I’ve keep it as it is only going up in value.
to commute into London every day. to commuting at low speed on a hardly had to change anything on
A pedestrian walked out in front of sportsbike. It was producing about it – aside from a hideous purple “This paint scheme is the one
him and the bike suffered a broken 40psi when it should have been over aftermarket screen. Amazingly everyone wants, the turquoise and
nose fairing and a bit of damage 150psi on a compression test. someone actually bought it off me burnt orange options aren’t very
(the pedestrian was OK but tried to on eBay. The original nose cone popular, buyers want this or the
sue the rider, despite the fact she “I removed the head, cleaned it all had a scratch so I replaced it with black one instead. It’s horrible on
was on her phone and didn’t look up, lapped the valves and stuck it all one I found on eBay. It was listed your wrists to ride but I do like it.
up when crossing the road – she back together again with a new head as ‘damaged’ but was perfect and I The great thing about bikes like this
lost). But soon afterwards it lost gasket. It fired up first time – you think the owner didn’t know it was as is should you need to get access to
compression. The owner didn’t know just have to love a Honda. I added good as it was. Getting plastics for a few quid quickly, they sell almost
what was wrong and I picked it up Chinese bodywork, which was £150 1990s bikes, especially this colour instantly so it is a bit like a savings
as a damaged non-runner for £400. and fits OK, and I’m intending on of Blade, is really tricky nowadays. account – just one that is more fun
keeping it for trackdays.” to look at than a bank statement.”

WANT TO BE IN THE NEXT 360˚ GARAGE? If you have a workshop garage or shed that should be on
these pages email us at [email protected]

98 Practical Sportsbikes



9.3bhp! And still making
power! PHWOOAR!

MG wheels two wheezy singles onto the dyno,
Chris charges up and down a runway

pretending it’s science, Gary treats his drag
bike to a lock-up clutch, and Simon dives
in to making his CRM motor fit a
CR ’crosser chassis

Mark Graham
1973 Honda XL250 Motosport 2002 Kawasaki 250TR

It’s not all about big numbers

Although bigger numbers would benice.Just get the best you can from what you’ve got

es folks, it’s a popcorn double from the carburation. I bought this bike off James will put anything on his roller. Anything
feature, two-for-the-price-of-one Ferret a couple of years back. At some point
On Our Bench you’re getting here. in its life it got punched out to 293cc, gained a
And I can tell how excited you are. Newman cam (profile unknown), and a 32mm
We’re at Krazy Katt’s premises near Sandy, AMAL Concentric MkII, replacing what was
Beds to do two things. One: see how much most likely a perfectly good original 28mm
‘power’ the wee TR produces, check how weak Keihin. Oh, well… never mind. We’re here now,
it’s running after exhaust/airbox mods – and with what we’ve got.
then jet it right. And Two: try to work out what
ails the poor old XL250, which starts and runs You’ve got to like a MkII Concentric though;
fine, then goes all fluffy when it gets warm. robust, simple, all parts readily available. And
Proprietor James, more used to sorting openly ridiculed by anyone who deals with
out TZs and stuff, has already rolled his eyes Mikunis and Keihins. I’d love to try a Lectron
and asked me questions I have no sensible though (anyone who’s had any experiences
answers to. But I can at least tell him, with those – good or bad – drop me a line to
everything on the XL is spot-on except (obvs) [email protected]. Ta).

So, we strap it down, fire it up, warm it up,

100 Practical Sportsbikes

PROJECT BIKES

PROPRIETOR Honda XL250Power (BHP) 20
JAMES, MORE USED TO 19
SORTING TZS AND 20 18
STUFF, HAS ALREADY 17
ROLLED HIS EYES AND 19 Easter egg-shattering power 16
ASKED ME QUESTIONS 18 Weed-pulling torque 15
I HAVE NO SENSIBLE 14
ANSWERS TO 17 13
16 12
15 Engine speed (RPM) 11
14 10
13 0
12
11 8500
10

0

4000 4500 5000 5500 6000 6500 7000 7500 8000

Kawazaki 250TR

16 16
15
15 Snivelling (on a 122 main jet) 14
Snorting (on a 132.5 main jet) 13
12
14 11
10
13 Power (BHP) 9
8
12 7
6
11 5

10

9

8

7

6 Engine speed (RPM)

5

3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500

Jet kits are around £200 (if you’re half-serious) For those of you more used to real world power outputs, just add 100 to the peak figure. For readers
more familiar with the comedy end of the spectrum... the celebrations went long into the night

and give it a run… the mixture is showing a off the PWK Keihin, main jet out, and under Krazy Katt Dyno: James Harper is the man,
16:1 air fuel ratio, which is a lean condition the magnifying glass – a 122. We screw in a and his speciality is two-strokes (there
(ideal is 14.7:1), so James reckons if I go up a 130 and give it another run. The curve is much was a mint Tigcraft-framed TZ350 on the
size or two on the main jet, it should be there steadier from 7000 to 9000rpm, but James rollers when I arrived). But he’ll turn his
or thereabouts. He doesn’t carry AMAL jets, thinks it could be better yet. skills to anything (even the humble singles
so I’ll see what’s in it and go from there. It that I wheeled in). krazy-katt.com (07919
made 20bhp and 14lb.ft. Good enough for a In goes a 132.5 and this time you can feel 562918). He’s based near Sandy, Beds.
50-year-old single. Good enough for me. the bike is yet more eager to rev out at the top
end, and feels smoother too. And the curve Yamaha TZ twistgrip 7
Now the wee TR. It’s so cold-blooded. Always backs this up. Kawasaki rated this engine at 10
takes ages to spark up on choke, even before 18bhp, so 16 at the rear wheel is about right. How long: brand new
the pipe and airbox mods (de-baffled reverse It’s not a lot, but the pretty little TR is really Cost: £89
cone mega, foam, but not gauze, removed nothing more than a glorified paddock bike, so
from filter element). Once there’s enough heat a friendly, useable 16bhp will have to do. Now Contact: Dennis Trollope Racing
in it, we give it a run… it makes 16bhp, and it’s running at an optimum, it’ll be just a little (0117 957 0821)
is weak as a kitten at the top end. Float bowl more fun to thrash.
There’s nothing quite like getting bags of
Big carb, big K&N – and a measly 20bhp. Oh well XL behaved itself on the dyno. But not later on fresh bagged-up bits in the post. Especially
when the finished product lovingly pieced
together from the contents is a TZ throttle
assembly. Twin-pull, quarter-turn quick
action with threaded cable adjusters, it’s the
thing to have for any twin carb application.
Especially when a similar Domino item is
now nearing £150. This will go on the W650

special (p100, PS,
March 2021). I’ve
used these before
– and cannot
recommend them
highly enough.

Practical Sportsbikes 101

Looks like a decent launch. He’s
done this before, of course

Chris Newbigging This super-tall final-drive ratio exaggerates
2000 Ducati 996 the space between the Biposto model’s
internal ratios (the SP/SPS models got close-
Go big to go faster ratio transmissions), and as such, third is still
civilised at the ton. It’s odd to join a motorway
Simple matter of a final-drive ratio change makes a huge (at SP30/three points speed no less), and
difference to the performance of this cherished relic still have three gears in hand. Town speeds
are much harder because it’s less inclined to
t’s well known that in the 1990s noise beyond slipping Giuseppe down at move at walking pace, meaning more clutch
Ducati were somewhat creative the test centre a few million lira. That can work is required.
with their interpretation of type be the only possible reason for my 996 –
approval. Even a stock 996 is fruity, let alone 110bhp stock, 119bhp with pipes/airbox/ If you have access to an immaculate runway
when fitted with the Termi cans supplied with Power Commander – geared for 192mph and a motorsport datalogger, the results
posh models from new… as standard. Toss it out of a plane and it’s could be disappointing. I do, and they were.
But they must have had to meet some sort debatable whether it could achieve that The first few runs were frustrating: in a
of standard, and take measures to mitigate terminal velocity. space where a current litre bike will charge
to 180mph and still leave enough runway to
It looks like it’s doing 0mph even standing still Old 36-tooth rear made sixth a waste of a ratio grow tired of the speed, the Ducati just about
102 Practical Sportsbikes indicated 150mph in fifth, and selecting sixth
stalled progress.

As it happens the speedo is pretty accurate,
but that’s not the sort of speed it should
achieve. One last go: this time, I left it in fifth,
and let it creep up a few hundred rpm more,
reading near on 160mph – a real 158mph.
But the time taken to get there, especially
through fourth/fifth wasn’t good enough.

On to the laptop, and an order in to JT
Sprockets for a new sprocket carrier, and a
41-tooth sprocket. A new stock front went
on – larger sprockets mean less mechanical

PROJECT BIKES

I COULD TELL I Victor Golf Kilo, you are
PASSED THE TON, AND cleared for take-off
GOT TO 150MPH MUCH
SOONER. THEN FOR THE
MOMENT OF TRUTH:
S1I0X3TPrHactiGcalESpAorRtsb.ikAesND... IT
KEPT PULLING, TO
160MPH, BEFORE THE
WIND INTERFERED

stress on the chain, through a combination New 41-tooth rear makes much more sense The gaffer faffing with the er... gaffer tape
of more total links, and more teeth to spread
the load. When you’re ready... In your own time... Jeez... The concrete and the clay beneath his wheels

These carriers originate in racing, primarily in old money) by distance. 60-130 roughly Speed test results
to make sprocket changes easier – the stock represents accelerating out of Barn Corner at
sprocket carries the cush drive rubbers too Cadwell to the end of the start/finish. BEFORE (36Tsprocket)
so it’s more than a few minutes work. Equally, Standing start ¼ mile: 11.15s
Ducati’s convoluted design means nobody 100mph-150mph happens five seconds Top speed: 158.30mph
offers non-standard sprockets that carry the faster, and 316m/1036ft less by distance 60-130mph: 8.18s/376.77m
rubbers. Better still, the carrier and sprocket – on the old sprocket, the 996 was doing 100-150mph: 14.67s/879.63m
is £78 – slightly less than a stock sprocket, 144mph at the same point, with the AFTER (41TJTsprocket conversion)
and the next sprocket will be £25 and easier acceleration rate really dropping off. That’s Standing start ¼ mile: 10.95s
to fit, so there’s a value/convenience benefit important in situations when time counts Top speed: 164.22mph
too. The JT carrier also has retaining tabs for (the track), but it’s also more satisfying, more 60-130mph: 6.87s/312.09m
the cush rubbers – stock sprockets don’t, and usable, more fun. And smiles are why you 100-150mph: 9.62s/563.36m
you can run into serious interference issues own such a thing: let’s face it, it’s poor value
when they start to get baggy. for money in practical terms, so it’s best to
maximise the enjoyment factor.
Back to the runway, now with a stiff
crosswind, whereas the baseline was Time for an MoT now lockdown is over.
achieved in still conditions. Surprisingly it
hasn’t turned into a short-geared wheelie
monster. It just feels like a typical production
bike with appropriate ratios, but keener, and
the gear ratios have closed up too.

I could tell I passed the ton, and got to
150mph much sooner. Then, for the moment
of truth: sixth gear. And… it kept pulling, to
160mph, before the wind interfered. I put
in a few more runs, eventually getting lucky
with a slight drop in the wind, and starting on
one side of the runway, relaxing my grip on
the bars and letting the wind push me across,
rather than fighting it. Then, it revved to nigh-
on 11,000rpm in top.

The blue box of truth revealed it had
reached 164mph, with acceleration improved
as you’d expect. Even the quarter-mile time
came down, despite the clutch fluid having
gone mushy in the interim period, making it
awkward to launch. 60-130mph is achieved
1.3s faster, which equates to 64.68m (212ft

Magic blue box does everything except talk

Practical Sportsbikes 103

He made that seat out of a IT BECAME ONE OF
handbag. Don’t tell Jacqui THE MANY CASUALTIES
WHEN CHRIS BLEW THE
GSX1100 UP. CONRODS
FLAILING THROUGH A
CLUTCH BASKET AT
11,000RPM WILL DO
THAT. IT WORKED WELL
UNTIL THEN

Gary Hurd the unit bolts to the central hub of the clutch,
1980 Suzuki GS1157 on the posts the springs slip over. Within it,
there are a number of curved levers – as the
Getting locked-down clutch spins faster, the forces involved fling
them out, and the lever action presses on the
Nu-G fits a lock-up clutch to his Cretaceous Period drag iron pressure plate, causing the clutch to grip.

lock-up clutch is a tried and tested and you can let them right out a standstill, Reducing the number, or strength of the
device for making bikes launch hard throttle wide open, and just feed it gears. Lots clutch springs means it’ll slip to a point –
and fast. Way before electronic of modern bikes use a similar idea now – it lets balance the slip versus the point where it grips
launch control, juggling clutch plate slip/grip you run fewer clutch springs for a light lever, (you can adjust this by adding or removing
in a mechanical way made hard quarter-miles but it holds up to power being put through it. weight to the levers to change how they fling
more consistently fast – set them up well, out), and it allows you to maximise drive.
I’ll make the explanation as simple as I can:
I had one before: it became one of the
many, many casualties when Chris blew the
GSX1100 up. Conrods flailing through a clutch
basket at 11,000rpm will do that. It worked
well until then, and I felt it was time the drag
bike got one. Not least because I got hold of an
MTC kit for a good price.

They are relatively easy to fit – take the
cover off, remove the springs and pressure
plate, fit a new pressure plate, some of the
springs, the lock-up and a spacer to allow the
cover to clear it on an oil-cooled Bandit/GSX-R
motor like this.

But you do need to do the right things. First,
the pressure plate needs steel rivets in it for
the arms to bear on, and to apply pressure
under centrifugal force – if not, they’ll quickly
eat away the aluminium.

Next, you need to measure and set the
clearance between the lock-up arms and
the pressure plate rivets. You set that by
adjusting the stack height of the clutch plates.
Less clearance also means it’ll bite sooner,
more delays it, so it’s another factor that has
to be right for your set-up – they come with
instructions to help.

That’s the little old traditional clutch in its house And this is the nasty, big lock-up thing instead That’s the nasty, big Nu-G finishing the job
104 Practical Sportsbikes

PROJECT BIKES

Those Stillsons are no
strangers to Gary’s hands

What Gary didn’t tell And that’s that… for now. The tricky bit is
you was that he had a the trial and error of setting it all up if you
fairly scary workshop don’t have experience to call upon, to make
fire last month. It sure it functions at the right moments. I used a
needed extinguisher Cometic AFM gasket on the cover – they have
deployment. He was a certain amount of memory and don’t stick to
lucky. Be careful, the casing, so they’ll spring back and compress
people. Fires are bad again to provide the seal if I need to remove/
refit the cover to adjust the springs and lock-
up weighting.

It’s very individual – it needs to be tailored
depending on the tune of your motor, your
wheelbase, even rider weight. If you know
someone who has experience with them, buy a
few rounds ahead of time so you can call upon
their assistance to get it dialled-in without
getting through a heap of clutch plates first.

He’s got a TIG welder... and he
knows how to use it. Fair play to

The Fengineer

Simon Lee
1999 Honda CRM-X

Fengineering at its very best

Modest, self-effacing, and almost humble (but not quite), the Fengineer shows his silky skills

ngineering challenges used to fill example; 15mm bore and with a requirement big-end, gearbox and clutch are ‘as new’ which I
me with excitement. However, as to be 17mm to take the CR swingarm pivot. expected on a motor with a mere 9000kms on
the years roll on, when faced with The decision was made over a light brunch to it (all documented).
anything remotely technical... I often pay split the ’cases. This way I could also take a look
someone else to do it – the shame of it. at the CRM engine internals to ensure all was With the ’cases apart, cleaned and inspected,
The CRM-X is providing me with some correct and proper. it was time to work out the best way to machine
challenges, and I know I will have to sort the out the rear mount. This is made up of steel
majority myself. The rear engine mount, for Much to the relief of my wallet, the CRM inserts within the aluminium crankcases. My
internals proved to be a spot-on, the piston, initial thought was to farm this job out to Tom
Cripes! That’s factory- style torchwork. Innit? at Deftcad. He could clamp these up on his mill
Rear engine mount goes from a 15mm bore to 17 and bore away, easy.

I called him, told him the idea, and his reply
heavily suggested I was a workshy bar-steward.
Charming. Tom convinced me to press the
steel bushes out and machine them on my own
lathe… yes, I know. This turned out to be pretty
simple, I was soon to be pressing the newly
machined inserts back in and building up the
empty cases. A win.

The front and bottom engine mounts will
be very similar to the original CR250 mounts,
albeit in a different location. Positioning the
motor to work out where these locations
should be is fairly straightforward, using the
rear engine mount as a datum point.

It’s all going well until I realise the CRM
engine is ‘taller’ than the original CR250 unit –
engineering challenge ahoy. Fitting the tank in
place the problem comes to light, the rear of

106 Practical Sportsbikes

PROJECT BIKES

Marked-up, and cut in the right place. First time Even the fill-in piece is bent to the correct shape I COULD MAYBE
Hats off to the Fenbilly, that’s a neat job of work This thing is going to be good. Like really good SHIM THE TANK UP A
BIT... BUT NO, LET’S DO
THIS PROPERLY. TO
CLEAR THE TANK THE
ENGINE NEEDS
SHIFTING FORWARD,
BUT THE FRAME RAIL IS
STOPPING IT

everything looking right, the welding can be
finished off. One CRM250 motor fitted neatly
into a CR250R frame.

Lungs full of aluminium oxide, I needed a
break from the welding. Old Farmer Chris
had summoned me to collect the ZX990
Turbo chassis from True Fusion in Kent (www.
truefusion.co.uk) with the blasting process
and ceramic coating complete. Having seen
the work that they were capable of I took the
opportunity to have the yokes blasted and
treated in a ‘Burnt Bronze’ Cerakote. This finish
is similar to the factory bikes’ yokes from back
in the late 90’s. Happy is an understatement.

Progress has been made, Fengineering
challenges overcome, and the motor looks
like it always belonged in that chassis. The
next stages will be equally as challenging, the
electrics, RC valve servo motor, two-stroke
oil tank, many tabs and brackets,and yet more
aluminium oxide in the lungs.

the head fouls the tank, but only just. I could, in, I reckon it looks factory. Then trusty lumps Clarke 6pc HSS countersink set
maybe, get away with shimming the tank up a of 3 x 2 hold the engine as the front and bottom
bit… but no, let’s do this properly. To clear the mounts are eyed up. The angle is correct, and How long: 12 months 10
tank the engine needs to tilt forward, but the the motor sits central in the frame. Cost: £32:39 10
frame rail is stopping that from happening. Contact: Machine Mart
I don’t need many excuses to use one of my The mounts themselves are made from
favourite tools, the Dremel! 50mm x 5mm aluminium flat bar, chopped Over 50% of what I do in the workshop
on the trusty Femi bandsaw (www.stakesys. could be classed as fabrication, rather than
Fitted with one of Lidl’s finest cutting discs, a com) and drilled with a 10mm hole for the mechanics. Obviously, the drill section plays
small curved section is carefully removed. Just engine bolt. There was a bit of messing around a major part of this process, and these tools
enough for the RC Valve cover to sit the 4mm in the next stage, bolting the mounts in place fit perfectly in there. The countersinks come
forward that it needs. The hole is filled with a and marking then shaping the material to into their own for de-burring freshly drilled
curved piece of aluminium flat bar and welded suit the curves of the frame rails. Finally, with holes, and with six flute sizes from 6.3mm to
20.5mm most situations are covered.

At £32 these are in the upper range of
countersink prices, but experience has
shown if you intend to use these tools on
metals the cheaper versions won’t last five
minutes. These are tough, nicely finished and
supplied in their own little metal shed.

Marco, the True Fusion boss, sizes up Si’s yokes... ...and delivers this late-’90s factory-alike finish

Practical Sportsbikes 107



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Practical Sportsbikes 113

Almost worth it for
those huge clocks

Having spent all his money on SOLD FOR
recharging his fire extinguishers,
Gary can only look at the £512
cheapest of the project bikes
HONDA NT400 BROS
I’VE BEEN SAYING for a
while that it’s hard to find Slow and heavy even by 1980s standards, yet people
cheap bikes, with lockdown love them – depending on who you ask. It’s because
making everybody go nuts they’re reliable (couriers), good looking (poseurs) or
and pay big money for made beautifully (Honda nerds). They do handle well,
something to shove under a and they’re good project fodder – you can mess around
curtain in the corner of their with bigger-bore Africa Twin engines . This one may get
garage and sell in three years time (more that treatment, as the front sprocket has been welded
than likely). in place. The 30bhp stock motor isn’t worth repair, and if
The problem with that is that it takes you’re going for a replacement, you may as well go big.
the fun out of it a bit – paying thousands
for a non-running rusty heap means the SOLD FOR TRIUMPH
finished result is only going to get prized TROPHY 1200
and treated nicely.There is a lot still to be
said for ignoring the pretty stuff, spending This is cheap, though it does have nearly
a few quid getting it safe and running, then 50,000 miles on it, and the cosmetic wear to
just riding the thing. Maybe it’ll last, maybe match. It didn’t look too bad at first glance,
it won’t. For less than the depreciation of it’s had some maintenance done recently, but
wheeling a new bike from a showroom, the extreme rot on the exhaust bracket is a
does it really matter? concern – if an exposed, easy to clean part like
So I’ve made the effort to find something that has been allowed to crumble, what’s the
worth considering for under a grand. rest of it like underneath? And let’s not forget,
Granted, none of these are glamourous, these are fairly horrible to ride, and heavier
but they have appeal in their own way – than a 12-yard skip full of scrap iron. Still,
possibly. Some are still just s**t bikes… someone, somewhere must be happy.

Look beyond the stupid S£OL4D5FO0R YAMAHA
engine transplant, and it’s TZR/SRX400
a good enough buy
Shocking: no other word for it.
Little bike, big engine is an old
formula that can work, but in this
case all the builder has succeeded
in doing is taking a light, zingy
two-stroke capable of nearly a
ton, and replacing it with a heavy
four-stroke that is likely slower.
That’s before you consider the fact
it doesn’t actually fit in any usable
sense, and the engine ‘mounts’ are
sketchy. But: it has a V5. Flog the
engine, and the R1 forks (too big,
overkill), and you’d more or less
have a free chassis perfect for an
RD350 motor. They make great
specials. It’s a good buy despite
appearances, to the right punter.

114 Practical Sportsbikes

The wheelbarrow was the value item HONDA CBR900RR

£SO8LD2F0OR This one probably doesn’t
even have value as spares.
A shockingly-painted,
extensively-abused, and
crashed, 954 in pieces, with
many critical parts (the HISS
ignition barrel/CDI missing –
essential and expensive), and
the smashed-up motor isn’t
even the right one, it’s a 929.
Very little looks like it’s worth
salvaging. I’d um and ah about
it at £200, let alone four times
that. He didn’t even throw in
the wheelbarrow. The seller
must have laughed like a drain
when it went.

ARMSTRONG A£S6KIN5G0
MT500
If you’re into the
Not a bike on my radar, but as it camo/saddo scene it
turns out they’re like anything might appeal. Engine
rare/unique/mildly appealing: is the only good bit
prices are climbing. Not many
actually got made, surprisingly, SUZUKI
but I can see the Action Man GSX1100F
appeal of a bike built to resist POWERSCREEN
war – anything that does break
can probably be fixed with Loads of these get broken for
a hammer, and if it’s looking the engine, though at 86,000
rough, it actually adds to the miles, this wouldn’t be my first
image. This one is very rough choice of donor. I’d like to see
though – it needs an oil leak one of these built, though –
fixing, and some electrical work, Vance and Hines, and V&M both
which are nothing drastic. But raced these – they’re all but an
the frame in the bike doesn’t 1100 Slingshot motor, with a
have a V5: another frame that load of stab in the middle. It’s
does is supplied. That’s ringing, an alloy beam frame, it carries
no more, no less: unless there’s its weight well. It’s potentially
a documented reason to do it a very handy drag bike – or lob
(like being written off for minor some RF900 running gear in,
damage), it rings alarm bells. and make a deceptively handy
sports-tourer. It’s about the
£SO6LD7F5OR only big, fast Suzuki that hasn’t
been done to death as a special.
Only Medium G would see the drag bike Someone has got to do it…
potential in this shagged-out wreck
Practical Sportsbikes 115