1991 Suzuki GSX-R 1100 M Restomod Part IV
I would like to claim the results of a successful first start up of my Suzuki GSX-R 1100 M Restomod as my own, but the truth is this engine is idiot proof. The simplicity of the oil-cooled 1100 is magnificent. You’ve really got to make a pigs ear of things to screw it up. All you need is compression, spark, and fuel–and combustion is guaranteed.
I turned the key, hit the switch and immediately she barked to life. All those coffee-fueled late nights connecting the Busa switch gear to the old harness had paid off.
Cleaning those oversized Mikuni carbs until my fingers bled was worth it. Replacing all the gaskets and seals now made perfect sense as the engine screamed at my command. The new flat slide carbs are heavy on the twist grip but the effort is rewarded by 11,000 rpm of valve bouncing, ear piercing ecstasy.
Earlier in the week, we had been in contact with the gurus of Suzuki performance enhancement products, Yoshimura USA. Product Manager Ken Nagata was kind enough to send over a few jaw dropping bolt-on bits that included the Carbon Fiber TRC slip on exhaust. He also packed in some eye-catching titanium accessories that really add a top quality finish as well as the superior functionality.
My biggest concern at this stage is the rear suspension. As you may recall, a last minute switch to the 2006 Hayabusa swing arm has left me with a lot more modification needed than I had originally hoped for.
Several armchair experts have informed me that the rear shock from a 2010 BMW S1000RR was the perfect solution for my application. After confirming the sizes were almost identical, I hopped onto FleaBay and bought one.
Cheap enough, but unfortunately totally useless to me. The bracing will not allow for movement. I need a shock with remote reservoir, a design which has become redundant over time. My only option is to have the original shock rebuilt which I plan on doing this week.
The new chain and sprockets bolted on with ease and definitely complement the Marchesini wheels from TAW Performance. I opted for the standard gearing front and back as the bike will be used mainly for street riding.
Front brakes are ready to stop with new OEM rotors, braided lines and top-shelf pads. I got my hands on a 2008 GSX-R 1000 fender that was a direct fit for the 2014 Hayabusa forks, and it certainly sharpens the look compared to the bubbled OEM unit.
Next week we shall take the maiden voyage before we send the plastics off for paint – just a cautionary strategy.
Stay clicked to Ultimate MotorCycling for future installments.