Gary Scotti’s 1170cc 16-valve GS Restomod…
In 1978, Suzuki entered the 1000cc inline-four arms race with the 90-hp GS1000. The 8-valve engine was developed from that of the superb GS750, bored and stroked to 997cc, and really lighter than its smaller displacement sibling as a result of lack of kickstart and shorter / lighter crank. Says Suzuki Works Educated Mechanic Peter Rotherham, who purchased one of many first GS1000s to reach within the UK:
“My very own GS1000 was among the finest machines that I’ve owned, (and I’ve had lots of all sorts). Regardless of an enormous energy output, and a (examined and confirmed at a Authorities Testing facility – MIRA) 160mph high velocity, it was very controllable and cozy.” –SuzukiCycles.org
Suzuki additionally put a powerful emphasis on dealing with, with the bike debuting on the corporate check monitor beneath the attention of engineer Hisashi Morikawa, who’d developed the GS750. Quickly, the GS1000E appeared with up to date gasoline/oil rear suspension.
“Appropriately set, this GS1000 dealt with higher than every other Japanese liter-bike.” –Rider journal
Quickly the large GS was proving itself on the monitor, sliding and screaming beneath a younger rider destined turn out to be a legend of American superbike racing:
“The very best match for the liter-size bike in mid-Seventies racing was the brand new Superbike class, and a younger racer named Wes Cooley turned each Superbike racing and the GS1000 into main points of interest. Wes popped wheelies, smoked tires and decoratively gained races aboard a GS tuned by the legendary “Pops” Yoshimura.” –Motorbike Classics
After all, the air/oil-cooled literbikes would quickly be ousted by liquid-cooled, aluminum-framed machines that will change the face of highway racing and sport driving eternally — leaving us to marvel how these air/oil-cooled monsters would’ve carried out with extra fashionable suspension, wheels, tires, and chassis data…a query that helped start the restomod motion.
Enter our new good friend Gary Scotti of Ontario, Canada, who’s been resto-modding superbikes because the early Nineteen Nineties:
“I’m your typical child boomer constructing the bikes I lusted over however couldn’t afford in my youth.”
This GS1000E restomod began with a body a late good friend had given him, and Gary kitted it out with a 16-valve GSX1100 engine, GSXR forks and swingarm, and a mixture of confirmed aftermarket and homegrown components. Highlights embrace the Wiseco 1170 massive bore equipment, welded crank, Mikuni RS36 smoothbores, braced body, Gixxer 1100 entrance and rear ends, and bodywork hydro-dipped in carbon fiber with OEM decals…and far, far more.
Gary is especially happy with the garage-built components, such because the billet motor mounts and home made high finish oiler:
“I’m proud that this didn’t turn into a type of builds you see the place each half was ordered and assembled like Lego. There have been plenty of issues that I selected to construct and do it prefer it was the 80’s and we had been constructing bikes within the storage.”
Gary says the bike now weighs 452 kilos — almost 60 kilos lighter than inventory — and although it hasn’t been on the dyno but, he expects it to make a stout 125 rwhp primarily based on earlier builds. As you would possibly anticipate, smiles are only a twist of the grip away!
“The rise in energy is instantly obvious. From the time it begins and also you hear the acquainted ‘clack clack’ of the RS smoothbores at idle to the excessive velocity roar coming from that Hindle pipe at full throttle….this factor places a smile in your face!”
The GS took a 2nd place at Toronto’s Worldwide Motorbike Supershow this 12 months. The winner? Gary’s black Katana, which we hope to deliver you quickly. Beneath, Gary offers us the complete particulars on the construct.
Suzuki GS1000E Restomod: Builder Interview
I’m your typical child boomer constructing the bikes I lusted over however couldn’t afford in my youth. I’ve been resto-modding bikes because the early 90’s. This explicit bike began as a donated body from a good friend who not too long ago handed, in addition to some elements left over from earlier builds. I consult with this one as a store “clean-up” construct.
Listed below are some highlights:
Wiseco 1170 Huge Bore Package within the 16v 1100 motor. Cam Movement G3 cams, delicate porting, Mikuni RS36 smoothbores, Okay&N filters, Hindle Stainless 4 Superbike pipe with GP silencer, welded crankshaft, welded clutch basket with APE backing plate, APE guide cam chain tensioner, excessive quantity oil pump gears, customized high finish oiler.
Late clutch pack with the additional plate, interval Derale cooler, customized oil catch tank, billet motor mounts, Unit 5 racing sprocket cowl, 520 O-ring chain conversion, Dynatek ignition, coils and wires.
Customized wiring harness with additional relays for coils, headlight. GSXR Change Gear, new OEM stator fed right into a Compu-fire 55402 reg/rec. Energy distribution module from Jap Beaver and lithium battery.
Braced body with relocated high shock mounts. Customized seat on inventory pan. Seat stitched in blue to match striping. Wheels and engine covers powder-coated in gloss black.
GSXR1100 entrance finish with Ducati 996 calipers on customized adapters, Apex brake traces, Nissin radial grasp cylinder and customized high clamp by Topyokes. Carbon fibre bars from Pushed Racing. Devices are Suzuki GS500.
GSXR1100 rear finish with Kawasaki ZRX rear shocks. Total bodywork hydro-dipped in carbon fibre earlier than all new emblems and pinstripes utilized and buried in clear coat. All new OEM tank and aspect cowl emblems.
I’m forgetting so many small customized touches!
I took two bikes to the Worldwide Motorbike Supershow in Toronto this 12 months. The bikes completed first and second at school. This bike was runner-up to my Black Katana.
• Any thought of weight or hp numbers?
The burden is right down to 452lbs from the unique 510lbs.
I’ve not put the bike on a dyno as of but. There may be solely about 50km on it after an preliminary shakedown journey. I’ve used this motor mixture just a few instances they usually produce 125hp on the rear wheel. I anticipate this would be the similar.
• Are you able to inform us what it’s wish to journey?
It places a smile on my face for certain. Apart from the bodily resemblance to the GS1000’s I’ve had prior to now…it’s a utterly completely different feeling machine. Fashionable 17” wheels with radial tires transforms the bike. It turns in simply and maintains the road with mild effort on the bars. The body bracing has made it steady on the restrict with no signal of a wobble or head shake. Braking is vastly improved! The rise in energy is instantly obvious. From the time it begins and also you hear the acquainted “clack clack” of the RS smoothbores at idle to the excessive velocity roar coming from that Hindle pipe at full throttle….this factor places a smile in your face!
• Was there something carried out throughout this construct that you’re significantly happy with?
I’m proud that this didn’t turn into a type of builds you see the place each half was ordered and assembled like Lego. There have been plenty of issues that I selected to construct and do it prefer it was the 80’s and we had been constructing bikes within the storage. The billet motor mounts carried out with a drill press and a small lathe though I may have purchased a set of CNC ones…I just like the lower than good “I did it myself” look.
The highest finish oiler can also be put collectively by me to be somewhat extra engaging that the bulkier unit you should purchase.
• Is there anybody you’d wish to thank?
For certain…I want to thank Ben Gartner of ProStar Motorsports right here in Canada. Ben is a wealth of details about all issues classic racing in addition to the supply for a number of the elements I used.
I might additionally wish to than the members of the Ontario Rizen Solar Classic Japanese Motorbike Group on Fb. These guys are passionate and had been at all times prepared to assist supply components.