My Suzuki GSXR-750, a complete history: Versions 3 and 4 1994-1997
Ready for the updates and fresh motor. I had already mounted (by HAND no less - that's how we did it) and installed the Metzelers. Nice and easy with no motor in the bike. 
Motor ready for the mounts to be bolted in. The oil lines are still disconnected. You can see the plastic from the factory still attached. I had the machine work done by John Sands. He had previously set the World Speed record for a normally aspirated bike. I figured he would do a really killer job. The head was ported more, valves recut with a 5-angle job, and new sleeves and boring work done. I also had the transmission undercut more.
Plug wires being sized and cut. The ACCEL coils were larger than the factory originals. The mounts needed to be cut down, and wire connections resoldered and waterproofed. I did all of the work on the electrical system. 
Everything in and ready for test runs and carburetor dialing in. I also installed a new Yosh canister. I had to special order it from them since this was a race-only pipe. The other can was damaged in the '93 crash. Well, the bike was finally ready to roll. The original RS-38s gave me tuning and mounting headaches the entire time I owned the bike. I eventually sent them to Mikuni for a slide upgrade. The original slides were made of plastic. They had a nasty reputation of breaking apart and getting sucked into the motor. Mikuni said they would repair the carbs for $50 + shipping. When they got my carbs, they were appalled at the condition - missing parts etc., and told me for another $150 they would send me a brand new set. I couldn't pass it up. I should have asked for a set of RS-34s, but I dind't know better at the time.
Out on Father's Day 1995 with the bike after a hard day of jet skiing. Not a good idea riding home after a whole day of 120-degree heat. Once I got the bike finished, I rode her everywhere. I rode, and rode and rode her some more, making sure I was continually monitoring the motor and doing the required amount of maintenance.
In Alexandria VA. I took this up to the D.C. area when I visited my buddy Kyle. Went riding in some of the nicest country in the U.S. Here is where the engine problems started surfacing.
The machine work Sands did was fine, but I wound up losing the same valve AGAIN after the motor was put together. It turns out that
the valve insert that was rewelded failed. I think this bike might have been a little out of his lane. He was mainly a big-bore
air-cooled drag race engine builder. It turns out, I wasn't the only customer of his who had problems. As with most rebuilding shops,
the "shop labor" normally reassembles the motors, not the owner or head machinist. Unbeknownst to me, the motor assembled DIRTY as we
found out later. I guess a clean room was not available for this assembly.
My RS-38s before sending them away. It was at this point, September 1995, I decided to take the bike back to Colorado and put her in storage again. I was heading to Korea anyway, and this would give me time to plan and get it right, hopefully.After dropping my GSXR off in Colorado, I was deciding what to do. I needed some help and guidance only an experienced race mechanic could give me. Enter Gran-Prix Motorsports and Mechanic Tim Aryton. I knew Tim in junior high and high school. His goal was always to get his bikes to go faster. And he was an ex-roadracer for Vance and Hines and had Gixxer blood running through his veins. He also owned and built a Nitrous-breathing 1986 GSXR-1100. He was the right person for the job.
I took the motor into Tim for an inspection in September 1995, before I went back to Fort Jackson to finish my tour there. He took a
look at it, and informed me of the Web Cam problems and the dirty assembly. On his advice, I had the parts and had the following work
done:
Cylinders resleevedLeaking valves replaced/#2 intake repaired (again) Head ported correctly for the RS-38s Rocker arms re-welded, hardened and reground by Megacycle Megacycle cams w/roadrace lift to replace the faulty Web Cams Cylinder tops O-ringed for more reliability Copper base/head gasket Correct Mikuni push-pull throttle Fork oil change After retorquing the head and initial break-in, I took the bike out for a romp in the mountains. She ran better than ever before. Torque and power throughout the gears. I was genuinely shocked at how well the bike ran. Since the weather wasn't the best, I didn't get a lot of riding in, but I had a real good time hitting some nice runs in the foothills. There was really too much sand out there to do serious riding, but the time would eventually come. 
Bike ready to ride after the Version 4 upgrades and third rebuild in 1996. This was the first of two serious shop visits, before and after I went to Korea. It was ten-degrees in the garage when my father and I installed the motor. Manly would be about right for that evening. Installing the RS-38s back into those rock hard, too small original manifolds was nuts. We had to use a space heater, WD-40, 2x4 and a mallet to get them seated. There was a lot of cursing going on that night. 
In the Colorado mountains around Idaho Springs, CO, March 1997 after returning from Korea. Note the sand and snow. That made for some interesting riding. After the obligitory year-long tour in Korea, I was back in in Colorado on leave in March 1997. I hooked up with some riders who were hanging out at Gran-Prix Motorsports. I tagged along for a Sunday jaunt in the mountains. After watching the 1997 Daytona 200 we hit the hills. We had a great time, but riding was hindered by sand all over the place. We rode smart, and everyone came home fine. After two weeks and lots of riding fun, the 750 would be winterized and put into storage once again. I was now off to Fort Hood, Texas. |