This is the current Suzuki collection for sale. All items are sold as is with no warranty implied or suggested. Prices are non-negotiable.
Very rare 750 Katana. Last year of the cool Kats and the only year American Suzuki imported the 760cc version. Fully Restored, Mint Condition. 5500 Original miles.
Stock # 5
This is a very trick example of the iconic GSXR1000 K5. Considered by many to be the most usable of the 1 liter superbikes in the last decade My K5 started life as a street bike that I never intended to modify. As you can see from these photos I sure did not adhere to that original thought. This bike is way trick. Any area that needed attention to bring it up to true âsuperbike for the roadsâ standards were addressed. To start I changed the suspension to top of the line Ohlins Road and Track fork with a 25mil internal kit, a TTX Ohlins holds up the rear. The chassis has been optimized by GMD Computrack which installed eccentric spacers in the frame/swingarm for enhanced corner exit stability, then set the whole suspension up for a 185lb road rider. The entire front brake system which have long been a complaint from GSXR1000 owners have been replaced with mono block Yamaha R1 calipers, Galpher Superbike rotors, Core stainless steel brake lines and finished off with a radial Brembo master cylinder. Grab these brakes and its like throughing out a battleship anchor!. Your going to need great brakes because this K5 has a stomping 179 rwhp power plant. Yoshimura cams and thiner head gasket, Yoshimura full stainless exhaust and a Power Commander PCIIIR help put down a wicked smooth power curve that will bring smiles and endless wheelies to you in the first three gears. Of course there is a 520 gear conversion with a gold RK chain for light weight engine response. Cosmetically this K5 was given the full Lance Johnson Paintworx 8 hour of Suzuka Yoshimura Replica job. Add in the TYGA carbon frame protectors, Votex rear sets and several other carbon pieces and you end up with a pure nasty superbike for the road. No one at the local ride in will have anything close to this monster. It is truly one on my favorite bikes. I have had a great time riding it and building it. Time for you to sample the best.
Update 3/21/2016: We just added a set of Galspeed Lightweight Aluminum wheels. They look great and weigh almost 8lbs lees than the stockers. Bike is even better now on corner entry. Amazing what a few tasteful mods can do to a machine. Wheelie On!
Stock # 7
This is pure badass! My desire to own an extremely rare 1989 GSXR750RRK led me to the point where I just built my own. But being that I can never leave well enough alone I built this awesome monster retro GSXR7/11RRK.
I started out with a 1989 GSXR750 frame that I braced to Yoshimura superbike spec then powder coated a brilliant gloss black. I added a 1994 GSXR1100 braced swingarm with a Fox adjustable height linkage and Fox twin clicker remote shock. The front end was treated to a fully adjustable set of ATTACK triple clamps holding a set of 2012 GSXR1000 Big Piston Showa forks with a 30 mm KTECH cartridge. Brakes are monoblock radial calipers from a 2007 Yamaha R1, clamping GALPHER 320mm superbike rotors, custom Core stainless brakelines all powered by a Brembo radial master cylinder. The rear brake is a Brembo mounted to a custom underslung brake stay. The wheels are light weight GALSPEED 10 spoke 3.5/17 front and 6.25/17 rear. Gearing is all Votex and RK 520 size. The dash is a Honda CBR1000RR unit that displays all information resto-mod style. In the motor department I shoehorned into the 750 frame a 1127cc GSXR motor equipped with Yoshimura cams, Yoshimura head gasket, ported head and under cut transmission. The fuel comes in through a set of 41mm Kehien flat-slide carbs and exhaust gases fly out through a custom Vance and Hines, Yoshimura exhaust.The oiled cooled superbike motor is cooled down with a 10 tier Earlâs Oil cooler with stainless steel lines and aircraft fittings. I changed the stock cable clutch to a hydro Brembo radial assembly one for easy clutch feel.
The motor just pulls forever! I have not dynoed this one yet but seat of pants is saying high 160s at the rear wheel. Of course this is all wrapped up in a Lance Johnson Paint Worx body work/paint job that is absolutely stunning. This is bike is a prime example of the present day and the past in a title fight. Its a blast to ride and nobody ever really knows what it is. Oh by the way notice the short wheel base....can you say 4th gear WHEELIES? Party on! You can ride this bike everyday and enjoy that old school carburated grunt in a modern chassis set up. Wicked fun and beautiful. Just add fuel and smile!
Stock # 9
Perfect recently restored extremely rare Katana 750. The paint is brand new, as well as chain,shocks, sprockets, tires and brakes. The exhaust pipes are in perfect condition. The speedo show 1700 miles but I don???t know if that id accurate because when I got the bike the speedo cable was broken so i replaced it. This is a very special bike.
Stock # 14
Here we have another rare diamond. Suzuki took the plain Jane GSXR750 and added trick bits to create this racing homologation special. The GSXR750 Limited Edition model offered some interesting goodies that improved an already ground breaking bike. Gun-coat engine finish, fully vented dry clutch, blue-coated wheels and plus a new electrically activated front suspension system (NEAS) are just a few of the standout features that distinguished the Limited from the standard model. Add in 310 mm floating front brake discs, steering damper, hand-laid fiberglass single racing seat, remote rear damper reservoir, amber halogen head lights and you have a extremely unique 'slabs-side" GSXR. This particular bike also has a full Yoshimura exhaust system, Dyno-jet carb kit and K&N individual filters. It is in great condition and is a MUST HAVE if you are a Homogalation superbike collector.
Stock # 22
Here is a great example of the first year Hans Muth designed Suzuki Katana. The 1981 was the only year the bike used a 1000cc GS air-cooled 16 valve motor. This big is in great running condition. Tank is free of all rust. The only significant modifications are a period correct Kerker exhaust and recovered seat.
Here is a little more information about the Katana 1000. Less than 3000 units of the 1000cc version of the Katana were produced for world wide consumption. I’m pretty sure theres not that many still alive out there.
A 1000 cc version of the new GSX1000S was made to homologated the model for racing purposes. By decreasing the bore by 2,6 mm the cylinder displacement was decreased to 998 cc, just below the one-liter mark. The GSX1000SD was available in shops already in 1981.
The UK 1000SZ, built for racing, had slide carburetors, whereas the 1100’s had CV carbs. The US 1000S, however, had CV carbs! Also, the US versions never had the black “fins” under the nose fairing - the mounting holes were blanked-off on all US bikes.
Stock # 34
This is a one off Moto-Gp CRT prototype package that was raced at the 2012 Indianapolis Moto-GP. Concerned effort from moto madman Jeff Maloney the driving force from the Michigan based high tech moto accessory provider, Mike Grogin the master mechanic at KWS motorsports in Georgia and a parade of contributors who all had a dream to see a Amercian manufactured Moto-Gp bike make it to the big time Moto-Gp circus. After many months of preparation the final result was a true American racer that qualified and raced up on the track next to the likes of Rossi, Lorenzo, Pedrosa and company. This was a back yard effort to play in the worlds most prestiges racing venue. Jeff Maloney recruited long time friends and super talented rider Arron Yates and Michael Barnie Barnes to spearhead the riding duties and he delivered as promised. The bike made the big show and ran a very strong race to the finish. The bike itself is truly a mix of space technology and backyard ingenuity. Starting with a clean slate GPtechâs Maloney designed a bespoke perimeter aluminum beam frame that was adorned with the best possible suspension and accessories available to the public. On went the GP Spec Ohlins gas charged forks in a massive Attack adjustable triple clamp. A one off Harris swingarm holds up a custom billet shock linkage and Gp Spec Ohlins TTX shock. What wasnât available through the aftermarket was just spun up on the CNC machine out of billet. The attention to detail is truly astounding. You can stand back and notice new items overtime this bike is in your presence. True American ingenuity at its best. The motor had all the beans and some to get down the track in the quickest possible manner. Relying on Grodins handiwork the GSXR1000 based motor was tuned to the tits to produce in excess of 225 rear wheel horse power. All that animal power was harness by a one off Motec engine management system and a custom one off wiring harness. Forget the amount of time that went into this build because adding it up would result in a few years of these guys time. As far as how much it cost to build...well consider building your own Moto GP bike and then making competitive enough to qualify for a Moto Gp. Enough said there! Anyway this is a cool piece of history. Display it, race it in the unlimited class in your local series or just show up at a track day and have fun. Just be ready to be invaded with a barrage of questions and gawkers. The folks at GP Tech are no strangers to running wild card entries at Indy, as the American motorcycle parts seller fielded one-off wild card rides in the Moto2 Championship at both the 2010 and 2011 Indianapolis GP.
Stepping up to the big-boy leagues, GP Tech has been granted a wild card entry for the 2012 Indianapolis GP, and will run a KWS Suzuki GSX-R1000 motor in a billet aluminum frame that is being prepared by BCL Motorsports. GP Tech has also tapped Vesrah Suzuki/MCJ Motorsports to help with the project.
Saying it began its CRT project back in January, GP Tech would seem to have a bit more progress under its belt than fellow American CRT wild-carders Attack Performance, who announced their entry into both US Grand Prix races back in April, but have yet to begin testing their Kawasaki-powered race bike.
The new CRT rules have allowed us the freedom to develop a complete program that is worthy of being on the MotoGP grid, said GP Tech Owner Geoff Maloney. A big thanks goes out to everyone behind the scenes helping!
Pretty cool when the American dream really comes true. Hereâs a You-tube link to Jeff Maloney being interviewed by the worst reporter in modern history. But at least you get a idea of what the project was about and few more clasps of this nasty machine. YouTube link
Stock # 37
Once again the evil winter here in New England has forced me to get a little Dr Frankinstein in my workshop. I had this really cool little Japanese Spec Katana 400 sitting around with a blown motor so I decided to breath some new life into the little thing. Well as they say “one thing led to another ” and now i have one of the most unique Katana’s in the world. Being that this was a 400cc bike to begin with the dimensions severely dwarf your garden variety project Katana’s because those bikes start life as a big old steel frame things with monster air-cooled lump in them. This project went completely the other way. I started with this really tiny Japanese spec 400 and then went on to shoehorn a fire breathing oil cooled GSXR1100 motor in that tiny frame. This was no small feat. I had to cut the frame rails,cut the gas tank, make new down tubes and modify just about everything to make it fit. After many smashed fingers, and whole bunch of really unique swear words I ended up here. In retrospect might have to write some of those down because “dirty fuck” and “cunt” was used like a thousand times in a thousand different ways! When I was almost finished with this project I think i might have concocted a form of garage tourettes syndrome.I still twitch a little when I look at it. So after getting the engine properly lined up I proceeded to mate old school with new technology. On went a 2009 GSXR1000 front end with radial brakes, out back i took a 1999 GSXR750R swingers and flipped it upside down so the bracing is pointing towards the ground than I welded on mounts to accept the Ohlins rear shocks. I finished off the swingarm with a Aprilia RSV4 carbon mudguard that looks like it was made just for this bike. The bike rolls on GSXR1000 three spoke wheels and sports modern day rubber with a nice fat 190/5/17 out back. Because of clearance issue I could not fit a rear brake pedal or rear set so I robbed the master cylinder off my kids KTM and built my own rear thumb brake. Hey it works too! With everything fitted up and rolling perfectly I decided that a run of the mill GSXR1100 couldn’t possibly be enough power for this little gem so out it came the motor AGAIN to get freshened up with a J&E1260cc big bore piston, Yoshimura Cams, Falicon crank, a beautifully ported head and a full undercut transmission. Fuel comes in from a set of 41 mm Kehien flat slides and all the gas escapes from my hand made Franken’ pipe and flows out a carbon fiber canister. To keep things cool I have a one off EARLS 14 teir oil cooler with aircraft stainless lines mounted up under the front of the forks. The light weight Ballistic battery and key fob are hidden under the seat and finished off with a stainless under tail. The tank was cleaned then creamed in side to ensure no shit flows into those monster carbs. I finished it off with a really classy Bentley grey and had the seat covered in Lamborghini Alcantra. I was definitely skeptical when I first took it out for a ride but came back fucking amazed. The bike is super small and very agile. At stop lights your feet are flat on the ground and thing it just tiny. The only indication that this is a true superbike is the beautiful sound of the open velocity stack Kehiens and lumpy Yoshimura cams. Drop the clutch it rockets out of the hole shooting flames and wheeling away until you grab hold of that thumb brake to settle things down. It corners like a superbike and nothing scrapes the ground even though its incredibly low. I really amazed myself on this one. There is no other like it in the world. I know rests in my office. It totally stumps visitors who are “real” bike guys but have no fucking clue what they are looking at.
Stock # 39
Here is a great example of the big air cooled superbikes from the early eighties. I bought one of these when they came out. Rode it around like a psycho. Very surprised I'm not dead. These where very fast for the time and it took some real skills to hustle this big boy around the corners fast. Anyway I found this one on Craigslist a few years back. Its in real nice condition. Only modification is the Vance and Hines pipe. Oh yea and the Budweiser caps stuck on the end for the clip ons. It has pretty light miles on it. About 10k. I rode it around for a few weeks than put it into the collection. The tank is rust free and the body including the bikini fairing is really nice. It super comfortable. Id jump on this and ride it to Florida tommorrow. It will need a complete refresh of consumables. Tires are old, brake fluid needs to be flushed, and of course youâll need a new battery to get the show started. Otherwise its a very nice example of the pre-historic days of super biking. Hereâs a little more info about these monsters. The GS1100E consistently won period shoot-outs against the 1,047cc six-cylinder Honda CBX and Kawasaki GPz1100. Then for 1983, Suzuki upped the ante by increasing intake valve lift and advance while revising intake and exhaust systems for an extra three horses. Forged pistons, a stronger crank and uprated transmission components maintained the GSâ reputation for reliability; a frame-mounted bikini fairing provided improved aerodynamics. The 1983 GS1100ES was the first production motorcycle tested by Cycle World to run a standing quarter mile in the tens. This was serious stuff.
Not the most powerful motorcycle on the market nor the fastest. What it is is the quickest, wrote Cycle World in September 1983. The Honda CB1100F made the same power but was heavier; the GPz made more power but had a narrower power band and a grabby clutch; and the Suzuki Katana with an identical engine was lighter and more aerodynamic, but more difficult to launch. The other contender, Hondas V65, was heavier and exhibited quirky handling. Overall, the shoot-out awards went to the GS1100ES.
The GS1100ES combination of consistent sub-11-second quarters, nimble yet stable handling, long-distance touring comfort, simple maintenance and bulletproof reliability contributed to the GS1100Eâs position as fifth âmost significant motorcycleâ from the previous 35 years by Rider magazine in 1999.
The conclusion reached by motorcycle journalists in 1983 was that the GS1100ES was simply the best all-round big bike on the market. Perhaps Cycle World said it best: The engine and frame and suspension are right. The motor is brilliant, making tons of power at every engine speed without ever seeming to work at it. The GS doesnt overpower its chassis, the suspension is excellent under most conditions. Taken as a whole, as a complete motorcycle, the GS works, and works well.
Stock # 41
Here is a great rest-mod i just completed. It started life out as a GSXR400RR Limited. Available only in Japan this bike was imported by a US Army Ranger who was stationed over in Guam. He brought it back to New Jersey and got it registered. So it is legally titled. I was a bit taty when i got it so I decided to enhance this little high raving beauty with some modern brakes, suspension and wheels. I started by grafting on a 2013 Yamaha R6 USD fork, radial billet brakes and front wheel. The transformation to 5 spoke front wheel required some brainwork. because the swing arm on the GSXR400 is very narrow fitting the R6 rear wheel was not feasible so I sourced a Honda CBR F3 rear wheel and machined the hub to get a perfect fit with a larger 170mm rear tire and dead on chain alignment. I spend a ridiculous amount of time with chain and sprocket spacing and sizing but she rolls like butter now. A custom rear brake hanger was fabricated from billet aluminum and mounted underslung with a Ducati Brembo rear caliper clamping a CBR600RR disk. The rear shock was replaced with a stock unit from a 2012 GSXR600 that has high and low speed compression and rebound adjustment, so suspension wise we have top quality modern parts with modern radial brakes and light weight wheels. The project came together very nicely with a custom designed 4 into one exhaust with a Carbon Fiber end can. Of course my good buddy Lance Johnson came to the rescue when it was time for paint work. We designed a retro Yoshimura 8hr of Suzuka paint scheme that really brought the bike to life. The bike received new rubber and custom Core brakes lines. The first test ride was better than expected. I now have a super light weight, high raving in line 4 that stops, turns and handles like a dream. This is were this bike would have ended up if the factory ever decided to continue development of these jewel-like 400cc rippers. It is a must see and ride bike.
Stock # 46
Your looking at another awesome Superbike Universe custom. This biek started out life as a run of the mill RG250 with a tatty set of pink/yellow and blue bodywork and stock components. It was in fair condition when I purchased it from the orginal owner. I got it to my shop and stripped it to the bare frame and began an extensive custom build that took me over two years to complete. To start I completely rebuilt the little 250cc 2 stroker with a new crank, rods, pistons and finished it off with some mild port work. The frame received a nice restoration with some scotch bright and the swingarm was painted in a gloss grey finish. I slipped a 2013 GSXR600 rear shock in place of the worn out stocker and had it revalved/sprung for a 185lbs expert rder. This was complimented by the addition of a 2009 GSXR600 complete front end including radial brakes, rotors and wheel. A Brembo 19mm radial master cylinder finished off the front braking duties. Out back I machined from billet aluminum a underslung brake stay and coupled that with a Ducati 1098 Brembo rear caliper. I would have liked to match the rear wheel with a thin three spoke GSXR600 item but the RGV banana swingarm would only accept a maximum of 5inch rear wheel I shoe horned in Katana 600 wheel. I can now run modern sized rubber on it now. The the JBC tuned pipes are coupled with carbon TYGA end cans. My good buddy Lance Johnson whipped up a amazing Pepsi Scwantz #34 replica paint scheme that is absolutely stunning. So I ended up with a wicked light weight corner carver with modern brakes and suspension. Itâs a really cool one off piece that is worlds better than the original. With a lot of trial and error these custom bikes are really a step forward from what the manufactures would have done if they continued development on this little 2 strokers. My perseverance and some help from my friends brought this sweet little jewel to life. Now you can own it.
Stock # 50
This 1985 RG500 is a real diamond. It has under 600 miles on it. It was treated to a full lance gamma restoration/modification about 8 years ago. I rode it just once or twice after Gamma Guru Rick Lance updated the bike with every possible period modification. It had The LG cartridge front fork, a Fox remote reservoir twin clicker rear, Lance Gamma Pipes with Carbon silencers, LG oil tank modification, GSXR600 three spoke wheels front and rear, braced swingarm and uprated front calipers from a RF600. The paint is perfect and the rear tail section is a very rare factory one piece. Bike runs awesome and handles great. It has been in the collection for that last 5 or 6 years. Prior to storage the tank was drained and sprayed with fogging oil, cylinders were fogged and carbs were fogged. It will need new tires as they are kind of hard now and of course a new battery before hitting the road again. Nothing like the crackle of a 4 cylinder 2 stroke!
Stock # 53
This GS1150E is bone stock. I has about 6500 miles on it. I purchased it from the original owner about 15 years ago. I rode it around, did bunch of massive burnouts and stuck it back into the collection. It is in absolutely perfect condition. its really hard to find one of these that is not completely modded as they were the very best foundation for drag bikes back in the early 80s. Long and low there really was not a better bike to pull up to a light with. As soon as it turned green you dumped the clutch and this big beast would rocket out of the hole. This particular bike was really well cared for prior to me getting it. It has been stored for many years now. It sits up on a shelf in my climate controlled museum. The tank is rust free, carbs are drained but the bike will need a full service of consumables. Tires, battery, fluid flush and oil change are all necessary before putting this monster back to stop light drag racing work. Funny thing is this bike is also wicked comfortable, I rode it almost 700 miles in one day. Guaranteed to be the nicest example of the GS1150E series available today. Relive your youth for a relatively dirt cheap investment.
Stock # 54
This is the last year of the big GSXR 1100's. This is a pristine blue/white Oil/Liquid cooled example with less than 4500 miles on the clock. It has had a fresh service including oil, fluid flush, new tires and brakes. This bike is completely stock. it was a one owner example that was previously much loved. Stock exhaust and a rust free tank. It resides in my private climate controlled collection. Add fuel, hook up battery and away you go. looks like it came off the showroom floor.
Stock # 60
This is my track day bike. It was a ex-John Haner KWS superbike. The bike has the best of everything. The suspension is Ohlins up front with a 25ml cartridge kit, the rear is a Penske triple clicker. it is dialed in for a expert 185 rider and is simply outstanding on the track. You can put the front end anywhere in the corner and get away with some pretty hairy maneuvers because it is perfectly set up. The brakes are radial billet Brembo mono blocks clamping 330mm superbike rotors up front and a small Brembo out back grips a super swiss chess story rotor. The power plant is a real strong KWS super stock build. Spent fuel flows out a full titanium Leo Vince dual exhaust, a Bazazz fuel controller and quick shifter assist the electronics. No traction control here....just all the power in your right hand. The way the world should be! It pumps out 186 hp at the rear wheel and is very linear in its delivery. Marchasini light weight wheels, Vortex rear sets and Brembo radial master cylinder are just a touch on the custom or aftermarket parts on this beauty. A beautiful KWS livery florescent paint scheme make ensure that EVERYONE on and off the track will see you coming. Bike is in great condition and ready go.
Stock # 65
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.
Stock # 67
Here is a absolutely insane World Superbike spec GSXR1000. The power plant is from the master mechanic Mike Godin at KWS motorsports. It produces 221 rear wheel horsepower though the judicious use of Suzuki works kit parts and high tech know how. There's titanium rods, knife edged crank, under cut transmission, kit slipper clutch, kit cams and ported superbike head. The spent gases flow through a one off M4 full titanium exhaust with a moto-gp shorty titanium canister. No expense was spared on the WSB spec suspension and controls. Up front we have a Ohlins gas charged from fork, Martek 16.5 magnesium wheel, AP superbike radial calipers and 330mm AP rotors. Out back a theres a massive $15k Harris WSB swingarm attached to WSB kit linkage, and Ohlins TTX remote shock,. The huge 6.75 Marteck magnesium rear wheel is stopped with a tiny AP rear caliper hooked up to a foot pedal and a bespoke GP Tech thumb brake. The rear subframe is a one-off light weight aluminum piece to house the Ballistic super-light weight battery. A Bazzaz traction control,quick shifter, auto-blipper unit handle the electronic duties. The body is adorned with a feather weight Yoshimura hand welded aluminum twin quick-filler tank, full Carbon/Kevlar bodywork and a wicked nice Lance Johnson Paint Worx Hopkins/Fix BSB Replica paint job. There is NOTHING else you could through at this nasty bastard. On track it rips third and forth gear power wheelies and rips down the VIR straightaway at over 185mph! AMA superbikes are scared when this bike is out on track. It just plain sucks the body panels off of those hyped-up street bikes. The bike has well over $100k invested in its development and build.
Stock # 81
Here I have a beautiful Lucky Strike 250 Gamma. This particular bike has a brand new motor. I had to replace the entire motor from a donor bike when the original motor went BOOM big time. The new motor has a fresh top end, carbon Tyga reeds and a set of real nice JW pipes. I t only has about 3000 miles on it and will make a real nice addition to any two stroke fanatics collection. I have some close up photos coming. Of course you can email for more detailed shots on any bike here on the Superbike universe website.
Stock # 94
Here we have a super clean example of the first year slingshot GSXR1100. Completely redesigned from the Slab-Side earlier GSXR1100. This bike sports a 1127cc oil-cooled lump and is completely stock. The chase has been upgraded with a Fox twin clicker and custom linkage. The tank is free of any rust and the exhausts are stock and in perfect condition. The beautiful Blue/white traditional GSXR paint scheme is in perfect shape. I had about 10 of these bikes going back over the past 25 years and this is the best example. it has about 4000 miles on it. Enjoy!
Stock # 95
Real nice example of the classic GSXR1000. This 1127cc oil cooled bike has super low miles (under 3000) and is in perfect condition. This was the first year that the GSXR was supplied with a USD (up-side down fork) . It is finished in classic Blue/White livery and completely stock with no scratches or dings. This is a tough find these days as most of these bikes where either modded out or wadded up! This is a first class ticket to being 20 years old again. Remember riding tis thing with a t-shirt, sunglasses and untied work boots? Want a trip down memory lane, then this is your ride!
Stock # 96
In 1989 Suzuki moved away from the Slabe-Side GSXR series to the new Slingshot chassis. The new bike featured a big bore motor now 1127cc, bigger carburators, and a dual exhaust. The bike was much more compact , had more horsepower but it also gained a few pounds along the way. The forks were upgraded to a new cartridge style 43mm Kayaba and out back there was a remote reservoir shock. These bikes proved to be virtually indestructible. The oil cool in-line 4 cylinder was a breeze to work on and responded terrifically to modifications. I had several of these bikes over the last 25 years and was never disappointed. This particular example came out of Florida. It has very low miles and is completely stock except for a Fox Twin clicker shock and Progressive linkage. The rear suspension was one of the areas that truly needed addressing and this modification cures all handling woes. Other than that we have exceptionally clean stock Slingshot. The body work is near perfect, the stock exhausts are rust free and the paintwork is great looking. The bike runs flawlessly and would only need a new set of tires for it to be road worthy as these are the original Michelins that came on it 28 years ago! You will not be disappointed with this addition to your collection.
Stock # 103
The 1988 GSXR1100 was the last in the Slab-Side series before the radial change to the Slingshot. Suzuki made some subtle changes to the "88 bikes which lasted only one year before the big change came. This cheesy early GSXR wheels were changed out for unique 18' three spokes front and rear. The exhaust was revamped for better flow but that was about it. This particular bike is some what of a unicorn. It is a one owner bike that has seen only 2300 miles in its lifetime from new. It is completely original down to warning stickers. It rolls on the original Michelin radial tires, has the optional single seat cowl and is an absolutely flawless museum piece. The iconic blue/white livery is pure Suzuki bad ass. I believe this is the lowest milage 1988 GSXR1100 in existence. It is a definite eye candy pice.
Stock # 104