Wednesday, August 1, 2007
Hayabusa
Big CC Racing are the UK's leading power provider for the Suzuki Hayabusa. From Turbocharging kits of 250bhp to Turbocharging kits of 700+bhp. From drop in camshafts to Big bore & stroker crank engines, from 40bhp Dry manifold nitrous systems to 200bhp Dry manifold Motec controlled nitrous systems. Big CC Racing have the experience to make your Hayabusa quick.
GSXR1100/ Bandit
The GSXR 1100 / Bandit1200 Oil cooled engine is the tuners dream. Easy to rebuild & capaable of withstanding high horsepower these engines will take Big Bore, stroker, turbo or gas enhancements.
Motorcycle Turbo Systems
Motorcycle Turbo Systems
Big CC Racing do a range of Motorcycle turbo systems from mild to wild. for many bikes. Below you will find the info on our Turbo kit range. Our kits unless otherwise stated are strictly inhouse installs only to ensure that install quality & reliability is achieved. Otherwise we can put you in touch with one of our authorised dealers. Dealer enquiries are also welcome.
Please call us if you have a custom application you wish to discuss with us, but please bear in mind the added expense for unique one off fabrication.
Turbo Systems And Parts
Big CC Hybrid Turbo systems are manufacturers of the worlds finest & most powerful motorcycle Turbine systems. We take pride in every install that we do to make it the best quality, the most reliable & the best performing system that we can produce.
.bmp)
We do not supply kits in boxes to customers other than chosen reputable Tuning companies that are on our authorized installers list.
GSX1500cc Turbo Nitrous Katana
he GSX1100 is still the Drag racing work horse even today. This engine in the right hands can create enormous power potentials. Big CC Racing have long raced this engine in big bore, turbo & nitrous applications combined together to explore the limits on your behalf.
Arnout's Katana..'81 GSX1100ET head
Cylinder head
'81 GSX1100ET head
Ports worked on (intake to match manifolds, cleaned up)
Guides ground down to match ports
Compression about 1:11 (guestimation)
28,5 mm Manley intake valves
24,5 mm Black diamond exhaust valves
PM valve springs
Ports worked on (enlarged, cleaned up)
Gasket face milled down 0.8 mm
Megacycle cams #385-35 (250 dur. 108 LC's)
New rockers (genuine Suzuki)
Cometic graphite head gasket
Carburation
Mikuni RS38
K&N clamp on filters
Exhaust system
Mac headers
Much modified Marshall muffler (now adsortion type)
Cylinder block/ Pistons
'85 1100EFE block bored to 75 mm
Wiseco K1285 piston kit (1261 cc)
Home made copper base gasket (0.5 mm)
APE cylinder studs
Bottom end
'81 GSX1100ET cases (modified to accept EFE block)
Stock ET basket with heavy springs and stock hub
GSX750 clutch springs + shortened spacers
Afam 10 mm offset 17T sprocket
GS750E oilpump gears
Setrab 13 row oil cooler
Mocal oilstat
Electrics
Stock ignition
Dyna 3,0 Ohm Green coils
Dyna leads
Stock katana instruments and switchgear (GSX-R600 throttle)
Rolling gear
'82 GSX750S Katana frame heavily braced
Braced steel engine mounts
Modified side stand
'89 Suzuki GSX-R1100K forks with spacers
Clipons on top of yoke
Much modified YZF1000R swingarm with twin shock mounts welded on
RK 530 LFO chain 118 links. JT 43T rear sprocket
White Power L325 SAVP-T twin shocks made to own spec
TRX850 front rim (17x3.5") milled out bearing seats
FZR1000 Exup rear rim (18x4.5")
R1 "blue spot" 4-pot calipers mounted using
Custom made CNC-ed adaptors
GSX750F "katuna" master cylinder
Bodywork
Stock Katana
Recovered seat
Bandit 1200 front mudguard
Halfords paint
Dimensions
Wheelbase - 1490mm
Castor - 68 deg.
Weight (no fuel) - dunno..
Weight distribution - dunno either..
Power guestimated at rear - 130 HP ??
Offset sprocket
In order to make room for fitting a wider rear wheel and tyre the drive chain has to be moved to the outside to keep the chain inline with the rear sprocket (also have the sprocket carrier milled down by such an amount that the chain will just clear the tyre).
To keep the chain parallel to the centre line of the bike the front sprocket has to be moved outward aswell. If it only has to be moved by a small distance (fitting a 140/150 tyre) a spacer or a stack of washers can be used to bring it out untill it is stil located on the splines of the drive shaft. (Mind the nut that wil now only go on as far as the threads allow.. the locking part of the nut can no longer be used so you have to make absolutely sure you fit it with a mint locking tab!)
When fitting an even wider tyre necessitating the chain to be moved outward more an offset sprocket must be used to extend the teeth beyond the splines of the drive shaft. Although several manufacturers offer offset sprockets over the internet finding a suitable offset sprocket can be an expensive affair.
www.pmfronline.com (only 630 pitch!)
www.debben.co.uk (very expensive!)
www.bikers-trend-depot.de
Most of these are quite expensive so trying to make your own becomes a viable option.
Below the sprocket I made myself for this reason using two regular sprockets.
First I took the center of an old sprocket (which I had lying around) and bolted that onto a spare drive shaft alongside a new sprocket..
Had them welded together lined up exactly spot on because of the shaft which I removed to have the center of the new sprocket milled out..
After that I went back to the welder one last time to also have the inside welded aswell..
When making your own offset sprocket take care to keep the flat inside surface wide enough for the nut to be fitted correctly!
Not long after having fitted the home made one purely by chance I came across another manufacturer offering affordable offset sprockets in a number of sizes:
www.afam.co.jp
Immediately I ordered myself a small batch and they're looking good! (extra spacer included).
Offsetting the chain and sprockets is limited to a maximum because of the frame downtube which the chain has to clear. To be able to fit the biggest tyre possible (180.. some reports of a 190 being fitted!) extra space can be found in reducing the size of the chain.
As standard the GSX1100's were fitted with a 630 pitch chain but by now technology has moved on making it possible to choose a 530 (or even 525 or 520) of sufficient strength which can be chosen in narrower sizes providing some extra mm to play with.
With stock power it is not a problem finding a 525 or 520 chain that's up tp the task but finding an offset sprocket to match will prove impossible. As a solution I suppose a 530 offset sprocket could be milled down (525: 1.59mm, 520: 3.18mm) to suit.
Another option to get a narrow but strong chain is to choose a non O- or X-ring chain which are about 2mm less in width but of course this will mean a lot more work keeping it greased up. (Some manufacturers list a "wear life index" of a quarter of that of the O/X-ring type..)
Some figures taken from the RK catalog:
RK chain P L W T1 T2
type/size chart pitch pin length roller width plate thickness tensile strength weight 100 links wear life index max cc
mm - inch mm mm - inch mm mm lbs lbs
520SHO 15.875 - 5/8" 19.9 6.35 - 2/8" 2.2 2.2 7,850 3.68 800 750/600
525ROZ | 22.85 7.95 - 5/16" 2.4 2.3 8,200 4.22 800 1000/750
530HFO | 24.9 9.53 - 3/8" 2.4 2.3 9,000 4.45 1,000 750/600
530LFO | 25.4 | 2.4 2.6 10,000 5 1,000 1100/900
530LO | 25.8 | 2.6 2.6 11,200 5.3 1,000 1200/NA
530DR 15.875 - 5/8" 23.25 | 2.4 2.6 10,375 5 250 1500 drag
630SO 19.05 - 3/4" 26.65 | 2.4 2.4 11,100 6.48 800 1000/NA
630GSV 19.05 - 3/4" 25 9.53 - 3/8" 2.4 2.4 11,300 6.48 1,000 1200/NA
Note that 630 and 530 chains only differ in pitch size (15.875mm - 19.05mm) and the inner width is actually the same. So when comparing chains of similar strength (equal plate thickness) they have about the same outer width.
An advantage of maintaining the 630 chain is the possibility of getting cheap sprockets if you would only require a small offset. The '83-'85 Kawasaki GPZ750 (ZX750A1/A2/A3) came factory fitted with a 15T 6mm offset sprocket (partno.13144-1084) which will fit the GS(X)1100 nicely because the old Kawas share the same outputshaft spline as the GSs and GSXs (21.6 ID / 25.0 OD).
This sprocket is only available with 15T so if you'd like to have the option of fitting another no. of teeth you'd probably better switch to 530. 630 chains are heavier (which costs power) and personally I have had only bad experiences with them in the form of excessive wear (I was always adjusting the thing). This disappeared completely after fitting a 530 chain and sprockets.
So forget about 630 unless you're going for the cheap kawa sprockets.
Another matter concerns what offset you'll need for the rear tyre you're going to fit. As spacers or washers will allow small adjustments in positioning the sprocket on the shaft a range of offsets can be had with the generally offered offset sizes.
- 9mm offset will suit a rear tyre of up to about 160mm wide (170 max.)
- 14mm offset will be required for 180 wide and over.
Beware of the fact that the more you place the sprocket (and chain) outwards the more stress on the shaft is created. With a big offset (14mm / 180 tyre) and stock or slightly increased power I reckon this will only just do. If your engine makes more power (120+) it is wise to also fit an outer bearing support for the output shaft.
Such a support kit consists of a plate to replace the sprocket cover and has a big bearing to hold the nose of a offset sprocket specially made for this kit.
Finally a word on the stock nut which should only be used with the locking tab. It will loosen if you don't and get off the shaft wrecking the threads on it within only a few seconds!
Another option (and a better idea I think) is using an extra (flat) nut on top to lock the main one. The stock nut will have to be ground down to remove the locking bit so the extra nut will have a good contact surface to it.
Frame bracing
So you've about had it with your GSX wallowing through turns and that vague steering sensation? And you've already swapped the wheels, swingarm and suspension for something more sporty and up-to-date? Also when adressing the by now acquired extra power of your lump makes it hard to hold your line. Try reinforcing the old flexy GSX frame.
Just about any reinforcement will be noticeable. Generally transforming rectangular shapes into triangles by adding steel tubes will stiffen up the frame. But since there's not a lot of room to put the extra tubes in (engine, battery and stuff getting in the way) certain compromizes will have to be made.
A. Ideal in theory but tricky because of interference with the exhaust downpipes..
B. Possible but mounting the fuel tank will need a re-think.
C. Needs careful positioning of tube because of the space needed for camcover removal
D. Very workable since many GSX's have shed their airboxes.
E. No problem welding these tubes on either side in place but doubt if they're any use.. Looks good though..!
Below is a picture of the first bracing I did on the GSX frame.
With the Katana that followed the GSX I took things a step further.
Note the added X-bracing between the front downtubes and the omission of the tubes above the swingarm pivot and subframe which I suspected were no use at all.
Also added an extra tube to connect the front engine mounting plates to remove any side-to-side flexibility. This way the engine can be used to provide stiffness to the front area of the frame.
Along the same lines the rear engine mounting was reinforced by making a more direct connection to the frame. The otherwise free length of the long mounting bolt has been supported by an extra mount.
Another reason for the third mount is that forces created by the chain wanting to pull the swingarm towards the engine can now be put more directly onto the engine itself.
Arnout's GSX..
Starting life not as an 1100 but actually as a 750 because it's originally "just" an '81 Suzuki GSX750 really! But it didn't take long before I realised I wanted more power and its engine was dumped in favour of the one of its bigger brother: an '80 GSX1100EX.
The engine I found was a big bore 1166cc and later I discovered this engine had been fitted with bigger stainless intake valves and other goodies. This proved to be just the start of a long list of modifications I undertook since I tasted the raw power of the legendary aircooled four lump.
First I raised the compression, fitted hotter cams and worked further on the already flowed cylinderhead. A handmade stainless intermediate pipe and endcan were fitted to some nice Cobra stainless steel 4 into 1 headers. Over time spannering away I also learned about other improvements like fitting an oil cooler and other oilpump gears. Also things like GSX-R carbs and filters, and ignition and other things were fitted which seem as a matter of fact now but were all new ground to me at the time.
New terrain was also modernising the rolling gear and exchanging the spindly parts the GSX was originally fitted with. GSX-R wheels, swingarm and forks were fitted and also the frame was braced in many areas to handle the extra power and improve the handling.
With all of these mods I tried to hold on to the original GSX look of the bike by retaining the old bodywork (apart from the seat) and selecting new rolling gear on its "old school" look. That meant no USD forks and (new WP piggyback) twin shocks at the back. For me this makes for an inspiring bike that is able to keep up with more modern bikes (well, at least in a straight line that is ;-) which is also comfortable enough to ride through dense traffic, narrow city streets and of course blast along twisty dikes!
As the GSX-project will be going into it's next fase many of the engine parts like the complete head, the block, the cooler and the carbs have been passed on to the Katana-project..
Cylinder head
28,5 mm Manley intake valves
24,5 mm Black diamond exhaust valves
PM valve springs
Guides ground down to match ports
Ports worked on (enlarged, cleaned up)
Gasket face milled down 0.8 mm
compression about 1:11-12 (guestimation)
Megacycle cams #385-35 (250 dur. 108 LC's)
New rockers (genuine Suzuki)
Cometic graphite head gasket
Carburation
Mikuni BST38ss (GSX-R750L/M)
Dynojet needles (polished)
K&N clamp on filters
Exhaust system
Stainless Cobra headers (cut and welded for tighter fit around engine)
Johnson (Jansen) stainless intermediate pipe
Home made adsorbtion can
Cylinder block/ Pistons
'85 1100EFE block bored to 75 mm
Wiseco K1285 piston kit (1261 cc)
Cometic copper base gasket
APE cylinder studs
Bottom end
'80 GSX1100EX cases
Welded GSX1100EFE crankshaft
Straight cut primary gear (1100 ratio)
25 mm rotor taper
Narrowed, lightened and balaced rotor
Narrowed alternator cover 15 mm
GSX1100EFE gearbox
Stock EX basket and hub
APE backing plate + springs
Straight cut primary gear
Debben 10 mm offset 17T sprocket
GSX750ET oilpump gears
Setrab 13 row oil cooler
Derale oil filter cover
Leccy
Dyna 2000 ignition
Dyna 2,2 Ohm Grey coils
Dyna leads
Home made wiring loom
Yuasa YTX20L-BS !
Stock EX/ET instruments and switchgear
Daytona oiltemp gauge
Rolling gear
'81 GSX750 frame heavily braced
Home made aluminium engine mounts 15 mm
Home made footrest mountings (GSX-R pegs,levers)
Honda NTV650 side stand
'88 Suzuki GSX-R750J forks (15mm internally lengthened)
Hyperpro springs
flat drag bar mounted to top using TDM risers
Narrowed GSX-R750L swingarm with twin shock mounts welded on
RK 530 LFO chain 118 links. JT 43T rear sprocket
White Power L325 SAVP-T twin shocks made to own spec
GSX-R1100K front rim (17x3.5")
GSX-R1100H rear rim (18x4.5")
GSX-R1100WP Tokico 6-pot calipers
GSX-R1100J 310mm discs (modified "floaters")
ZXR750 master cylinder
Bodywork
Much repaired fuel tank
Modified Giuliari seat
Stock EX/ET headlight/housing (not pictured)
Dimensions
Wheelbase - 1495mm
Castor - 67 deg.
Weight (no fuel) - 205 kg
Weight distribution - 51% front/49% back
Power measured at rear - 132 HP (previous 1166cc kit)
To the 'Gambling State' in 2001
I have a very good, solid, 1982 GS650GL. I've had now about two years, and it hasn't let me down at all, except for a flat battery caused by a wire from the alternator coming apart at the bullet connector. The bike came as a payment for 'services rendered', and after it had given a good clean I discovered a great bike in good running condition. It was soon dressed up with the full Vetter kit, Windjammer fairing, trunk, and hard side bags, all from a local salvage yard and adapted to fit. Wonderful what you can do with a friend who has a welding kit. Finally came the spray paint cans and a decent paint job, even if I say so myself. Add some gold pin striping and I have a go anywhere bike!
The Koot Scoot, aka 1982 GS650GL
Why the Koot Scoot? Well I live in a small town called Creston in the Kootenays of British Columbia, Canada, home of some of the best biking in the world. Creston is a trans-border town; that is, we live just six miles from the top of the Idaho panhandle. As a result our playground extends into Idaho, Montana, Washington, and sometimes Oregon, Wyoming, and Nevada. Being a border town means we frequently cross the border, often several times a week, to shop, drink coffee etc. Our closest big city is Spokane WA, about two and a half hours away.
So the Koot Scoot is all dressed up, and there is definitely somewhere to go!
Back in the early summer my friend Gord, on his 1985 Yamaha Venture Royal, and I set off for Nevada. To get there all we had to do was cross Idaho, Yeah right! After a cheery send off by the U.S. Immigration officials at the border, we set off to Sandpoint, and then headed east on Hwy 200 to Montana. The highway took us along Lake Pend Oreille. It is one of the larger lakes in the U.S. and this is where the U.S. Navy did submarine training during the Second World War. Imagine that? submarines in a lake! I believe they're still there, and what marvelous lake monster stories they could conjure up. Then away from the lake, going into Montana and higher territory. We didn't have too far to go before we came to the first planned stop across the Clark Fork River into Noxon Montana, and lunch.
We found the place we were looking for called Toby's Tavern. It is an interesting place with Susan B Anthony dollars all over the place. They were set into the counter, under the counter, on the walls, even on the ceiling. Toby reckoned there were close to eleven thousand dollars there! We had a decent meal, and then onto Thompson Falls, a medium sized town. Here we took a short break by the river. We had a drink and stretched the legs, and as it was now hot off came the chaps, as well as the heavy jacket, and on with a lightweight one. After the pause that refreshes, it was off to Rivalli, our next town about twenty-five miles along the Clark Fork River. It was a good road until we came to the signs we all dread, "Road Works for the Next 13 Miles". They were widening the highway and had removed all the surface. So we had to ride on gravel and dirt. Luckily it was dry, and as we were the head of the traffic we didn't get too much dust. The posted speed limit was 25mph and they meant it! There was no way I wanted to go any faster! Finally we made it to Rivalli and onto Hwy 93. Here we encountered quite a bit more traffic; this is the main road from Kalispell to Missoula, which was our next point on our way.
Missoula is a good-sized Montana city with a clean openness about it. At Missoula I took my jacket off and rode in shirtsleeves. It felt very good; still wore gloves and helmet though, those I will not remove while riding. They protect my two most important tools, brain and hands. I was still somewhat uneasy about not wearing a jacket, but it really was very hot. We didn't spend any time here, and were soon heading south down the Bitterroot Valley. We passed small towns such as Stevensville, and Corvallis, and then came to a larger one called Hamilton. Between Missoula and Hamilton, some forty miles, there was a log house manufacturer about every half-mile, some small, and a few very large outfits with multiple big tower cranes. In Hamilton Gord gassed up, and I bought a Delorme detailed atlas of Montana; great books. I have the ones for Idaho, Washington and Oregon. I can recommend these atlases to anyone who is seeking the lesser-known back roads, and even forest roads. They are the most complete maps I have found thus far.
Then south again to Darby, and on to a spot on the map called Conner to find a motel for the night. Yeah right! one store, and a few houses, and that was Conner. I think I blinked because I must have missed it. We decided to press on a little further although we were getting closer to the high pass at Lost Trail, and the Idaho border. A mile or so further on we came across a log restaurant/saloon/motel that looked quite good, called the Rocky Knob. It had a five-room motel, a fine dining room, and a nice bar. There was some concern that the motel was full as there was a mushroom buyer located outside in the parking lot, and the rooms were all taken with mushroom pickers. Fortunately there was one room spare and we took it, though to Gord's dismay there was no tub only a shower. This is a big mushroom picking area and the buyer's tent had maps of the area where they can be picked. The mushrooms, they are looking for, is the morel mushroom, and the are found particularly after a forest fire. This whole area was devastated last year with major forest fires. These morels are worth something like a $1000 a pound. The buyer is there from 4pm to 9pm, he then takes his collection to the airport, I assume at Missoula, and the next day they are in Japan. I noticed in our local supermarket, that they had small morel mushrooms for sale at $8 for 14 grams, (1/2 ounce). I'll stick to ordinary ones! We had a decent supper in a surprising white tablecloth restaurant, then a cigar and bed.
We left very early the following morning heading on up towards the pass. We soon came to a KOA campsite, cabins, and a restaurant/store, including gas. After breakfast we set off for a fantastic ride up to the summit of the Lost Trail Pass at 7014 ft. The road up was full of great sweepers and twisties, and the same the other side. It was a most exhilarating ride, I even touched my foot pegs a couple of times. Shook Gord who had it in mind that I was too timid. He didn't know then that I used to road race some forty-five years ago; he does now! So on down and back into Idaho, to the town of Salmon, gas and coffee. Although it had started off quite cool, it was now a beautiful, warm morning.
We left Salmon having followed the upper reaches of the Salmon River down a fairly steep valley to the town, but we now set off along the Lemhi River in a flat wide valley. Just out of town we turned off Hwy 93 onto Hwy 28. The whole area is called the Lemhi range, with the Lemhi River, and the Lemhi Valley, but the place indicated on the map as Lemhi wasn't to be seen. We did see Leadore, a small community. Could it be they found lead here? Now started a steady climb. The valley was ranging from low hills to high mountains either side. After a long climb we came to a marker on the side of the road telling us we were at the summit of Gilmore Pass elev. 7186 ft. I hadn't realized we had climbed quite so high. Mind you there is a lot of high country in this part of the Continent. We started down again and I was beginning to have concerns about finding a gas pump. The highway from Leadore is very uninhabited. Finally we came to a place called Lone Pine. Didn't see the pine, but did find a small bar and gas pumps. It looked a typical middle of the desert-stopping place, just like so many advertisements on TV. We were well due a break from the saddle, and when we had filled the bikes I moved mine over to the hitching post, "threw the reins over the rail", and told it not to wander. Then I took "Pilgrim" into the bar for refreshments. Too bad I couldn't clink my spurs.
From here we headed into a lot of wind making for Arco, "The first city in the world to be powered by Nuclear Power!" Yes folks, this is where it all started. In fact a about fifteen miles, or so, south of Arco on Hwy 20 you can visit the first nuclear reactor in the world - "Experimental Breeder Reactor #1". This is where the nuclear industry first started, and the original plant is still there and operating. It is open for visitors, worth a visit but we didn't stop this time. From Arco back out into the wind, and on past the Craters Of The Moon National Monument. Again it is well worth a visit if you haven't been there. It never ceases to amaze me the extent of the lava flows; they go on for mile after mile!
A few miles after the Craters of the Moon, my bike started to miss, as if I was losing one cylinder. It soon cleared up and didn't re-appear the rest of the trip. Scary though, out there in the middle of the desert without too much traffic. The wind, now very strong, coming from the 2 o-clock position, was getting very tiresome as we were fighting it all the time. Add to this lots of dust caused by the wind over land ravaged by last year's grass and scrub fires. Then on to Twin Falls, Idaho
As we entered the city we crossed over the Snake River Canyon on a high bridge. It was close to here that Evel Knievel did his infamous attempt to jump the Canyon. We had to stop and have a look from the viewpoint. After all this was one of motorcycling's more forgettable events. We didn't stop here but were soon south of the city heading toward Nevada. The road was good with not too much traffic. Soon we crossed another high desert summit at 6,050 ft. It didn't have a name, just a sign with the height. Then we dropped down into Jackpot Nevada, which sits right on the border. We literally crossed from Idaho into Main Street, Jackpot Nevada. Needless to say the main, and only, industry is gambling. We rode along the town's main street, Highway 93 for a quarter mile, or so, to the end, having a look at places to spend the night. We turned around and found the Four Jacks Casino with a sign saying $19.99 Senior Rate. That sounded fine, so we checked in. I being the "senior", (Gord has a few years to go yet), signed us in. I was given a chit for $5 worth of nickels, and a book of coupons for free drinks etc. Gord also got one of those. Then up to our room, comparable to any Holiday Inn, and to Gord's pleasure, a tub to soak in. Then down to the restaurant for supper, but not until Gord had his soak. The food was great. Then I had to fill in a simple questionnaire, and was given my $5 worth of nickels. So into the casino and the slot machines, real ones with handles to pull, not those wimpy electronic things. Gord's biggest payout was 60 nickels or $3; mine was 150 nickels or $7.50, WOW! After playing them for a while, and enjoying the free beer, we cashed in. Gord was $2 to the bad, and I was $2.50 to the good; so between us be broke even. Then up to bed as we were both bushed after fighting that damn wind all afternoon.
The next morning I wanted to explore the desert a bit more, but Gord wanted to head back to the mountains, so it on the road north again. I couldn't convince Gord to go further into the desert. The wind was non-existent, and it was a beautiful morning, still he wouldn't budge, saying that, "once you have seen a desert, you have all the deserts around here". We climbed out of Jackpot back into Idaho. After a few miles we came to the road works we had passed last evening, Then, as we waited for the pilot car, Gord pointed out that my engine guard had come apart at the weld on the left side. He suggested we take it off, but I declined suggesting instead that we make it to Twin Falls and find a welding shop. I would keep an eye on it.
Just before we came to Twin Falls we passed through a small one-store town called Filer, and here was a welding shop with the welder working on a horse trailer. We pulled in. He told me he would be just a couple of minutes. In typical country style he finished a welding a hinge on the trailer, and payment was a couple of bales of hay, or something like that. As we waited I noticed on the ground bits of sheet metal with silhouettes of fir trees, and Indian heads, etc. He came over and looked at the engine guard and said it was no problem. We questioned him about the cutouts and discovered he was a metal artist, and a very good one. He showed us examples of his work and it was great. He exhibits art shows, fairs, and stores, etc. He did a splendid job on the guard, and even fixed my bent left foot peg. All for $15 - well $14, it's all I had in change. Then back on the road.
We gassed up in Twin Falls, and then stopped at the lookout again. As we were taking photos of the bikes, a woman offered to take photos with our cameras with us in the photos. Thank you mam! We then set off north to Shoshone, and there we picket up the "Sawtooth Scenic Byway", with signs telling us the Galena Pass was open. We headed north across more high desert, but little wind today. We passed Ice Caves and the Mammoth Caves, which are in fact an extension of the lava fields and are lava tubes. We didn't stop. Then suddenly we were climbing up and soon we came across, and dropped down the other side of a range of low hills into a vast fertile valley. We crossed this very agricultural bottom-land, and as it narrowed on the north side we came into the Ketchum/Sun Valley experience. The first town was Hailey, a community of some 5,000. It has a very sophisticated airport; better than some international airports I have been in. With all the money here I am not surprised. I guess there's a lot of Hollywood dollars here. As we got further into Sun Valley the real estate was, well ostentatious to say the least! We found gas and then headed north again off to the Galena Pass. After quite a ride, and some more good twisties, we came to the pass and it was a high one at 8,781ft. I am sure the old road, which we could see from the new cut was all of 9,000 ft. We stopped and took a few photos, and then dropped down to a huge high alpine plateau, and the headwaters of the Salmon River. We crossed the plateau to Stanley a small but pleasant village, where we gassed up, Just as well!
From Stanley we headed along and then down to Lowman. After crossing more of the high plateau we suddenly started down in earnest. As I rounded on sharp bend in fourth gear braking hard and then accelerating out of it, I noticed a sign stating this was a Rescue Rope Anchor Point! I don't know either, but it was a long was down to the river. I guess they do river rafting here. Finally we got to Lowman and no gas. It was another thirty miles to Banks. I checked my gas gauge and decided I had enough gas to get there. So off we set along the worst road yet! It was plagued with tar strips. The maintenance crew here must have loved signing their names with these damned tar strips. Going around one corner I was thrown by one, actually touching the right peg down. It sure slowed me down for the rest of this road from hell! When we got to Banks there was no gas station and the needle was resting on empty!
To this point I had not needed to use the reserve switch on the petcock. So onto reserve then off again up this great road, bend after bend. After some fifteen miles of wonderful riding we came to the next community on the map, Smith's Ferry. No gas! So another eighteen miles to the next town, Cascade. Now I was really beginning to worry, and felt good about including a liter of gas in a bottle hidden in my luggage. We carried on and finally came to Cascade, and finally, gas! And what a surprise, with 221 km, (127 miles), on the trip meter I still had 2 liters left in the tank! good for another 50 kms, (30 miles). Now I knew the range of my bike about 270 kms, or 150 miles
From Cascade we headed to McCall, then onto New Meadow, and our motel for the night. It was an older motel with a couple of comely young wenches in the office. The rooms were OK and clean, with a minute¢ tub which Gord looked at with some trepidation. It was time to go look for somewhere for supper. Then off to bed, Gord via the minute tub. I ignored his complaints as he tried to have a soak.
A lovely morning; up at 5.30 and off to A & W for breakfast, then off north, along Hwy 95. We were now heading down the Little Salmon River toward Riggins. After a few miles we came upon some major road works. We were the lead vehicles behind the pilot car, and the road works involved a lot of blasting to straighten the road. Highway 95 is a major commercial route from Canada to Mexico. After a while we lost the pilot car, and off we went enjoying the empty twisting road running alongside the Little Salmon River. Then through Riggins riding along the real Salmon River, and over the new bridge. Did I ever tell you about the new bridge? Well that's a story for another time.
As I said it was a beautiful morning and the riding was marvelous. We left the Salmon River, and its beautiful valley/gorge, and headed up the White Bird Pass, elevation 4295ft. Not as high as some we had recently crossed, but never the less a great climb, and the GS650 didn't hang back at all on any of the passes! Then over the top and down to another high plateau, Grangeville, gas, and coffee.
From Grangeville we carried on Hwy 95 heading for Lewiston, We came to another steep down hill grade just beyond Craigmont. As we started down a big tractor-trailer rig pulled out from a side turning in front of me. I expected to have to ride slowly down the double yellow lines behind it, at least for a while, as it would be in low gear. No way! He set off down the hill at a good 65 to 70 mph, and a couple of times I though he had lost it as one wheel came off the pavement at the back of his trailer. I decided to hold back just in case he went over! Fortunately when we got to the bottom he was still running but he slowed right down, and I didn't see him again once I passed him. Then on to Lewiston and another steep climb away from the Clear Water River. We got to the top and paused to look over the twin cities of Lewiston and Clarkston. Then we left Hwy 95 and headed into Washington and Hwy 195 to Spokane. From there off along Interstate 90 to Coeur d'Alene where we picked up Hwy 95 again. Then north to Sandpoint, onto Bonners Ferry, and finally Porthill and the border crossing. Finally home and the loving arms of my wife, and Gord the loving tongue of Sadie his lovely dog.
A great trip some 2,500 kilometers, (1500 miles), in all. The GS performed flawlessly. Against the big Yamaha the 650 more than held its own. In the tighter corners the GS was much more nimble, The bike is tuned for low and mid range power, pulling away in 5th. gear from 1500rpm up to 8,000 without any hesitation. I found the seat very comfortable and didn't experience any problems after four long days of riding. I got decent gas mileage averaging around 45-50mpgand and burned no oil. Verdict? One great trip
Model GSX-R1000
| Used Bike Specifiation | |||||||||||||||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||||||||||||||
Subscribe to:
Posts (Atom)
