Donny Schmit's 1990 Suzuki

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Via : www.americanmotorcyclist.com

Many of the bikes in the Motorcycle Hall of Fame Museum tell the story of technological progress and innovation. This bike tells the story of one very determined racer.

Donny Schmit carved out his own career path to motocross success. The Minnesota native got off to a good start by winning the 125cc West Region title in the 1986 AMA Supercross Series. But Schmit then struggled in the premier 250cc class, particularly on tighter Supercross circuits.

Recognizing that his skills translated better to outdoor motocross, Schmit dropped out of Supercross to focus on the 125 MX series, losing his Suzuki factory ride in the process. Focusing on a grueling training regimen, he was picked up in 1990 by Team Bieffe Suzuki to race the 125 Motocross World Championship. Schmit won four races on this motorcycle en route to the 125 Motocross World Championship... Read more


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The ‘CYCLONE’ TM400R

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Nicknamed the ‘CYCLONE’ the TM400R was the first Japanese production motocrosser to be mass-produced. The huge 82.5mm bore piston turned out 40 bhp at 6,500 rpm and along with the fan-finned cylinder head it had a compression ratio of 7.3 : 1.

The crankshaft halves were not full circle type as fitted to most two-stroke engines and made the engine rev more; one answer was to fit aftermarket flywheel weights made by Competition Dynamics in the USA. The clutch was based on the T500 road bike with seven fibre drive plates and seven metal driven plates it was operated by a rack and pinion type mechanism. A five-speed gearbox provided transmission. Carburation was provided by a Mikuni 34mm carburettor featuring a fuel trap around the main jet, developed to keep the float level more constant by keeping the fuel in the trap area. Air filtration was by a large capacity, dry paper element housed in an airbox under the seat.

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The Suzuki Motocross Story

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The World Motocross Championship season began in England where the big four-strokes were firing their last shots at supremacy against a tide of incoming two-stroke machines; spearheaded by the Czechoslovakian CZ and Swedish Husqvarna motorcycles with their lower weight and increasing reliability.

When the series moved to Scandinavia, Suzuki made their first-ever international appearance at the Hedemora circuit in Sweden, bringing along two machines. Japanese champion Kazuo Kubio as rider along with export manager Mansuri Hishi and Isle of Man TT road-racer Seuchi Suzuki to assist.

The Swedish bike magazines made some very interesting comments at the time: "Suzuki will come back, they have not made a prototype for nothing! Count on the fact that the Japanese will be back with more riders and more bikes! The Japanese will make the competition harder!" ... Read more


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Suzuki RH-125 Factory Replica Vintage MX

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Via : www.davemillerconcepts.com

Here it is, the latest, Dave Miller Concepts project made out of junk, dug out of a hole in Idaho. Originally got it for Marty Tripes series, 100cc, "Works Revenge" Vintage Race Series, that was going to be certain year/models. We were going to go have some fun with some old factory guys, race motocross on old stuff, not clear 80-foot triples, and drink beers after and laugh about it.


Unfortunately, Marty, who has three or four bikes, couldn't make the old junk air-cooled shit live, and had to keep going to later bikes, and later bikes, and then even later bikes, so I had a fleet of 74s and had to get rid of all of those. Now they're talking about using your fuel-injected 450YZ, pull the hoses off of it and sleeve it to 100 is legal, so it just didn't sound like fun anymore.








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New 2011 Suzuki GSX-R600 and 750 debut Definitely not just a minor makeover—both GSX-Rs have been heavily updated

Most of the pre-release rumors on the new Suzuki GSX-Rs were implying that they have only received minor updates—nothing could be further from the truth. While the exterior may seem only slightly different, the 600 and 750 have been thoroughly revised for ’11. Although all the details are too numerous to mention here (check out the upcoming print issue for in-depth coverage), suffice it to say that Suzuki hasn’t merely spruced up the Gixxers’ with slightly different bodywork and a few small tweaks and called it good.

Both bikes underwent a weight loss program, plus the engines underwent extensive internal redesign aimed at reducing internal frictional losses. If your engine spins freer and easier, and the bike weighs less, you can achieve better performance without having to resort to high-strung engine tuning parameters that result in razor-thin powerbands stuck at sky-high rpm levels. Both bikes are claimed to weigh approximately 20 pounds less than their predecessors; an example of the weight loss program is exemplified by the following list:

	Component	Weight reduction (both models)
	Main frame	1350g (2 lb., 15 oz.)
	Front suspension	890g (1 lb., 15.3 oz.)
	Rear suspension	90g (3.1 oz.)
	Front wheel/Axle	256g (9.0 oz.)
	Rear wheel/Axle	340g (11.9 oz.)
	Front brakes	413g (14.5 oz.)
	Rear brakes	323g (11.4 oz.)
	Pistons (engine)	78g (2.7 oz.)
	Transmission	185g (6.5 oz.)
	ECU	330g (11.6 oz.)
	Muffler	1700g (3 lb., 12.0 oz)
	Bodywork	3400g (7 lb., 7.9 oz)
	Headlights	562g (1 lb., 3.8 oz)
	Seat	244g (8.6 oz.)
	Footpegs	53g (1.8 oz.)

 Click to View Gallery

The new 2011 Suzuki GSX-R750 has received the same upgrades as its little brother...for only $400 more.

All told, Suzuki is claiming a fully fueled weight of 410 pounds for the GSX-R600, and 416 pounds for the GSX-R750. If true, this would make the 600 the lightest four-cylinder middleweight in the market.

The engine’s internal upgrades start with redesigned pistons and rods utilizing the latest 3D CAD/CAM technology employed in MotoGP to replicate precise stress loads in order to reduce component material to the least amount possible. This has resulted in a 14 percent decrease in piston weight and a 12 percent decrease in connecting rod weight compared to last year, a huge reduction when you consider the astronomical piston speeds at 14,000 rpm.

The reduced reciprocating weight and frictional losses in turn have allowed the camshaft profiles to be redone, with less overlap leading to better low- and midrange power while keeping the top end intact. The crankcases have redesigned ventilation holes between the cylinder cavities, with a pentagonal shape providing easier airflow between each cylinder—again, reducing mechanical pumping losses. All of the transmission ratios (with the exception of 5th gear) have been revised for improved acceleration, with a slightly taller first gear providing closer spacing between between most of the gears; overall weight has also been reduced by 6.5 ounces. The complete engine block is now 4 pounds 6 ounces lighter than the previous powerplant. 

Up top, the fuel injection throttle bodies feature new, more compact particulate-type injectors that allow better positioning; thus, the primary injectors are now set at a 35-degree angle (from 41 degrees) to allow them a straighter shot at the intake valves for better atomization and throttle response. Exhaled gases are handled by a 4-into-2-into-1 system using the now-ubiquitous under-engine collector chamber; thinner-walled piping (1.0mm versus 1.2mm thickness) and a titanium muffler help to reduce weight by 3 pounds 12 ounces on the 600, and 2 pounds 6.8 ounces on the 750.

The adjustable Suzuki Drive Mode Selector (S-DMS) returns, but now with only two modes instead of three as before. Only A and B modes can be selected; Suzuki found that owners never used the old C mode (we don’t blame them). The ECU is now located up front by the airbox, reducing wiring volume and complexity.

Suspension up front is now handled by a 41mm Showa Big Piston Fork (BPF). The rear shock is 1mm shorter (but with longer stroke), and the spring seat material changed to aluminum to cut 90 grams of excess weight. Braking is now handled by Brembo radial-mount four-piston calipers biting on larger 280mm discs (up from the 276.8mm units of before), with the rear disc dropping in size from 188mm to 186mm. 

The aluminum frame and swingarm are completely new and have revised rigidity specs, with the swingarm now only made of three pieces instead of five as before. Both are now manufactured using a “Melted Gravity Casting Process” that is claimed to allow more flexibility in shaping and precise manufacturing of curved components. As listed in the weight specs at the beginning, the frame’s overall weight has been cut by 2 pounds 15.8 ounces. 

In order to tighten up the wheelbase and centralize mass, the engine has been rotated upward in the frame by three degrees. This in turn allows the main frame’s length to be shorter front-to-back, reducing wheelbase by 15mm (now listed at 54.5 inches, from 55.1 inches) while retaining the swingarm’s original length. Ergos have been subtly revised, with the bars splayed out wider by one degree, and the fuel tank reshaped for a shorter reach to the bars and easier tuck-in by the rider.

The yen/dollar exchange rate fluctuation has played havoc with the Japanese OEM pricing, and the new GSX-R600’s MSRP of $11,599 (a $1200 bump from last year’s price on the ’09 model—remember, American Suzuki didn’t import any ’10 models) reflects that. Surprisingly, the GSX-R750 is only $400 more at $11,999; one can only imagine that most U.S. buyers will opt for the larger displacement GSX-R for that small of a price difference.

Also introduced for the U.S. market is the new (for the U.S.) GSX1250FA. Already running on European roads for a year now, the GSX1250FA is basically a fully faired version of the Bandit 1250S that debuted back in ’07. The same ultra-torquey 1255cc inline four-cylinder engine returns, along with the frame and suspension. Biggest changes besides the fairing are the GSX-R stacked headlight arrangement, ABS as standard equipment, twin cooling fans to help deal with slow traffic on hot days, and a centerstand. MSRP for the GSX1250FA will be $11,599.

1977 Suzuki RN400 De Coster

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In the late 1970s, Roger DeCoster was winding down one of the most successful careers in the history of motocross. And this full-on works RN400 is the bike that allowed him to go out in style.


It was 1977, and the racer still known as “The Man” was defending his championship in the Trans-AMA series, which pitted European stars against the Americans in the fall series on U.S. soil.
A Belgian, DeCoster represented the last of the old-school MXers, a five-time world champion going up against the rising stars of the Supercross generation—riders like Bob Hannah, Marty Smith and Brad Lackey.


To nail his fourth Trans-AMA title, he needed something special—a bike that took full advantage of the U.S. rules of the time that allowed one-off factory race machines.Everything about the motorcycle was designed to go fast. It had a billet aluminum fork and remote-reservoir works shocks. The swingarm and chrome-moly chassis were modified for additional strength and weight savings. Overall, the bike weighed a svelte 209 pounds.


It was the best equipment the Suzuki factory could design, which was certainly fitting treatment for the company’s star rider. And thanks in part to this bike, DeCoster was able to outshine the young guns and win the ’77 Trans-AMA title.


As it turned out, that championship would be the last of DeCoster’s storied career. A lingering practice injury in 1978 hampered his world championship effort, while in the U.S., a series-long duel with “Hurricane” Hannah in the Trans-AMA series wound up with Hannah on top.


DeCoster, of course, went on to become a successful team manager here in the states, overseeing the first title-winning U.S. Motocross of Nations team in 1981, and running Honda’s factory team and then Suzuki’s team, which he still leads today.



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Suzuki launch the GSX1250FA ST

Suzuki have launched their amazing value sports tourer the Suzuki GSX1250FA ST based on the successful 1250 Bandit.
This new ST version adds 33 litre panniers (per side) and a 37 litre top box with its competitive price point that sees it retail £2,000 less than some considered rivals!

Ride safe

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Suzuki GSX-R1000 25th Anniversary limited edition launched

Suzuki GB have released details of the very special limited edition 25th Anniversary GSX-R1000, of which only 25 will be coming to the UK.

Featuring a bespoke white colour-scheme with special GSX-R anniversary logos, numbered top yoke plaque, Yoshimura 25th anniversary exhaust cans with engraved end plates, laser-etched wheel rim graphics and a certificate of authenticity.

Additionally Showa Big Piston Forks offer enhanced control and maneuverability, a redesigned engine with improved performance and a shorter wheelbase to aid sharper turning.

With a recommended retail price of £11,000, more information can be found at Suzuki's special 25th anniversary website - www.imgsx-r.com

Ride safe

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Le Mans 24 Hours for Motorcycles

BikeTourGermany took a crew of riders to camp out at the 24 Hours of Le Mans Moto (24 Heures Moto,) April 17 & 18, 2010.

In keeping with tradition, the 33rd Le Mans 24 Hours for Motorcycles is the first round of the FIM Endurance World Championship consisting of five races in 2010.

The race has been held annually since 1978 on the Bugatti Circuit Le Mans, Sarthe, France.

The weather was warm when the riders rolled in. "Le Mans is a famous race and a famous track and it’s always exciting to be here," said tour guide-owner, Joerg Wenzel. "We are 30 meters from the track. That is how we enjoy 24 hr motorcycle races!"

TJ and the gang in France ( Le Mans. )

"The evening is getting cold here at the race track, a fire and enough alcohol will bring us through the night. Race ends in 18 hours ( tomorrow at 15:00 ). Will be a long night."

TJ and the gang in France ( Le Mans. )


HELDEN Fruehstueck :-)

Breakfast for HEROES :-)

Slept at 2 am, got up at 7 am and breakfast at 9, what else can you ask for ( and yes we are kinda sober, laugh ) 4 hours to go until the winner will run his last lap.

The winners: #11 Kawasaki, (GSR) #1 Yamaha  and #41 Suzuki

1/ GSR - KAWASAKI / DA COSTA J - FOUR O - LEBLANC G / KAWASAKI / 24:00:47.253 / 828

2 / YAMAHA AUSTRIA R.T. / JERMAN I - MARTIN ST - GIABBANI G / YAMAHA / 24:02:22.100 / 817 / 11 T

3 / RAC41 - CITY BIKE / JUNOD G - BLACK G - DEPOORTER O / SUZUKI / 24:00:52.743 / 813 / 15 T

Honda France, which made its return to endurance last year, was out to take its revenge on Yamaha that was again counting on 2009 World Championship racer Gwen Giabbani. Team 18 Sapeurs Pompiers - Suzuki was runner-up in 2009 - finishing less than 20 seconds ahead of Suzuki RAC41. - But this year, top honors went to Kawasaki. 

The 24 hr European Moto Tour, planned by BikeTourGermany - April 15 to 19.

Joerge loaded up his GSX 140 Suzuki on April 9, 2010 and first headed to Cologne for 3 days of "Motorcycle Safety Instructor" training. Then it was on to France for the most exciting motorcycle race of the year. "If you ever wonder where our Tour Guides get some of their training, check out the video from "Enduro Park" in Hechlingen (Germany).

"If YOU want to go there for one or two days of training with a rented motorcycle, let us know. We can make it happen - BikeTourGermany.com"

Suzuki 500 Roca

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The TR500 found its origins in... Boulogne, France. Pierre Bonnet was the French Suzuki distributor and the works team indeed was based there for their first serious onslaught on the Grand Prix world in 1962. By 1967 Jacques Roca, a talented Spanish-French racer and technician had joined forces with Pierre Bonnet after being the distributor for Derbi. Shortly after the new T500 roadster was issued by the Japanese manufacturer, Roca built and raced a racing version that was so impressive that Suzuki, which had officially retired from world championship racing, built a full-race version of the new machine, as well as a 250cc version from the smaller parallel twin.








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All new fuel injected Suzuki RM-Z250

Suzuki now introduces fuel injection to the motocross RM-Z250, due in dealers this autumn apparently! Plus the frame swing arm and engine has had updates, read more here.


Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Suzuki Burgman 40th birthday model!

To celebrate 10 years of the Suzuki Burgman, Suzuki have a lunched a new luxury version of this scooter, the Burgman 400ZA. The new ZA model offers luxury extras such as ABS, heated grips, large hand guards, a passenger backrest, a wood patterned instrument panel, titanium coloured wheels and a smart new brown seat.

For riders who don't require the added luxury of the ZA, the standard Burgman 400 is still available.

Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Ian Lowry interview

We were at the Carole Nash International Motorcycle and Scooter Show on the 27 November 2008 and filmed this great interview of Ian Lowry by Julian Ryder on the Suzuki stand.
Former British Supersport rider Ian will be riding for Relentless Suzuki in the British Superbike Championship in 2009.



Ride safe.

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Suzuki National Dealer of the Year

Crescent Motorcycle Company Ltd has been awarded the accolade of Suzuki National dealer of the Year at the recent Suzuki dealer conference.

Ride safe.

Jon Booth
Email: webmaster@inter-bike.co.uk

Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Guintoli to be at NEC Bike Show

Sylvain Guintoli

Crescent Suzuki have confirmed that there new British Superbike star Sylvain Guintoli will be introduced at the forthcoming International Motorcycle Show in Birmingham at a press conference on Thursday 27th November at 10.30 am

In addition Sylvain will in the Suzuki stand in Hall One on that day between 2.00pm and 4.00pm to sign autographs and meet fans.

Ride safe.

Jon Booth
Email: webmaster@inter-bike.co.uk

Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/