Stewbie
05-01-14, 06:39 PM
So I've accepted that I may need to grow up and do something sensible, and as such have decided to sell my GSXR so that I can have one bike and a car as this is much more convenient for travelling to work in winter than two bikes!
I've owned it for two and a bit years (purchased in August 2011), having bought it from something of a perfectionist after he spent many an hour perfecting it. He bought it from Scott Redmond, and it was featured in Performance Bikes magazine a fair bit whilst in his possession. I have receipts for pretty much everything since it was purchased by the previous owner.
Specifics:
V5 in my name.
Tax until end of February, MOT until around October 2014. (Passed MOT with no advisories)
Bike is located in Harrogate, North Yorkshire.
Engine:
Engine runs fine with no obscure noises, having covered around 35,000 miles, I have a dyno printout for roughly 115bhp (DynoPro dyno, so read a bit lower than a Dynojet, hence no huge figure), with a smooth power and torque curve. This means it's very easy to ride on the road, or track, as there are no huge steps in power.
The standard, prone to failures, cam chain tensioner has been changed for an APE manual tensioner, so there's a little more peace of mind with that fitted.
The bike has an Akrapovic carbon silencer, mated to the titanium headers from a K3/4 GSXR1000 (these sit a little lower than the standard pipes when fitted, so they have been heatwrapped, although there are some marks on the bellypan from them)
Renthal Chain and Sprockets fitted. (Gearing altered, although I'm not 100% on what to. I think possibly one off the front.)
Chassis:
Before I purchased the bike, The previous owner gave it a very thorough going over, replacing the majority of the bearings, such as the headstock, swingarm pivot, and wheels (receipts to prove) and cleaned and regreased the suspension linkage etc. This has been kept on top of whilst in my custody, so everything moves as it should.
The forks and shock were serviced by Gareth at Reactive Suspension in York, with different fork springs etc fitted, to suit the weight of Lorenzo, meaning it's a bit stiffly sprung for my 10 1/2 stone, but it's still a lovely ride. There is also a spacer on the shock to raise the rear of the bike to help to get the thing to turn.
Standard 6 pot calipers have been ditched as they are fairly useless, and replaced with the much better 4 pots from the 600 SRAD, these are fitted with Goodridge braided lines and the Brembo radial master cylinder from an R6 for very nice, progressive brake feel. These are held to the bike with titanium race-spec drilled bolts.
Tyres are Dunlop SportSmarts and are in good nick, not perfect but they have been used and are good for a while yet I would say. The standard 190/50 rear has been swapped for a 190/55 to aid turn in, and combined with the shock spacer it has definitely helped.
Aesthetics:
The bike is in standard GSXR white and blue, although only the top blue stripe is painted with the others being applied by 01RaceFX to finish the look off. They also added the number boards to the fairing and seat unit.
The wheels have been powder coated in a bright orange and look ace, much better than going with white or black!
The seat unit is a very rare item, with the rear light being sunk into the hump as seen on the Phase One and SERT World Endurance bikes, I've never seen another one with this seat fitted.
Has short brake and clutch levers fitted, along with crash bungs, Harris exhaust hanger and probably a couple of other bits that I may have forgotten.
I also have a set of rearsets with rear master cylinder to go with the bike, but have not fitted them.
Bad Bits:
The paint on the tank isn't great, and looks a bit messy where the finish has gone a bit strange. This never bothered me enough to do anything about it, but it's worth mentioning as it's not brilliant.
The choke is slightly sticky at times, I've sorted this before and it just needs loosening I think, at worst a new cable, but is not a big job at all.
The bike can occasionally be reluctant to start, usually as it sits for a little while between being ridden. Again, it does start every time, but can take a little while sometimes. The battery is good, I think it maybe needs new plugs so not a massive job.
The LHS fork seal is weeping fluid, so would need changing but this is not a huge job again.
Overall it's a lovely bike, and if I could justify having two bikes and a car I wouldn't be selling it as it's great fun. Unfortunately I have to be sensible on this occasion.
SRAD's generally sell for between £1100 and £2000 for genuine models such as this. With everything considered, I'm pitching mine in the middle at £1450. The first person to rock up with £1450 will take it off my hands.
Any questions please feel free to ask.
http://i2.photobucket.com/albums/y15/stu_199/photo3-1.jpg
http://i2.photobucket.com/albums/y15/stu_199/photo1-1.jpg
http://i2.photobucket.com/albums/y15/stu_199/photo4-1.jpg
http://i2.photobucket.com/albums/y15/stu_199/photo5-1.jpg
I've owned it for two and a bit years (purchased in August 2011), having bought it from something of a perfectionist after he spent many an hour perfecting it. He bought it from Scott Redmond, and it was featured in Performance Bikes magazine a fair bit whilst in his possession. I have receipts for pretty much everything since it was purchased by the previous owner.
Specifics:
V5 in my name.
Tax until end of February, MOT until around October 2014. (Passed MOT with no advisories)
Bike is located in Harrogate, North Yorkshire.
Engine:
Engine runs fine with no obscure noises, having covered around 35,000 miles, I have a dyno printout for roughly 115bhp (DynoPro dyno, so read a bit lower than a Dynojet, hence no huge figure), with a smooth power and torque curve. This means it's very easy to ride on the road, or track, as there are no huge steps in power.
The standard, prone to failures, cam chain tensioner has been changed for an APE manual tensioner, so there's a little more peace of mind with that fitted.
The bike has an Akrapovic carbon silencer, mated to the titanium headers from a K3/4 GSXR1000 (these sit a little lower than the standard pipes when fitted, so they have been heatwrapped, although there are some marks on the bellypan from them)
Renthal Chain and Sprockets fitted. (Gearing altered, although I'm not 100% on what to. I think possibly one off the front.)
Chassis:
Before I purchased the bike, The previous owner gave it a very thorough going over, replacing the majority of the bearings, such as the headstock, swingarm pivot, and wheels (receipts to prove) and cleaned and regreased the suspension linkage etc. This has been kept on top of whilst in my custody, so everything moves as it should.
The forks and shock were serviced by Gareth at Reactive Suspension in York, with different fork springs etc fitted, to suit the weight of Lorenzo, meaning it's a bit stiffly sprung for my 10 1/2 stone, but it's still a lovely ride. There is also a spacer on the shock to raise the rear of the bike to help to get the thing to turn.
Standard 6 pot calipers have been ditched as they are fairly useless, and replaced with the much better 4 pots from the 600 SRAD, these are fitted with Goodridge braided lines and the Brembo radial master cylinder from an R6 for very nice, progressive brake feel. These are held to the bike with titanium race-spec drilled bolts.
Tyres are Dunlop SportSmarts and are in good nick, not perfect but they have been used and are good for a while yet I would say. The standard 190/50 rear has been swapped for a 190/55 to aid turn in, and combined with the shock spacer it has definitely helped.
Aesthetics:
The bike is in standard GSXR white and blue, although only the top blue stripe is painted with the others being applied by 01RaceFX to finish the look off. They also added the number boards to the fairing and seat unit.
The wheels have been powder coated in a bright orange and look ace, much better than going with white or black!
The seat unit is a very rare item, with the rear light being sunk into the hump as seen on the Phase One and SERT World Endurance bikes, I've never seen another one with this seat fitted.
Has short brake and clutch levers fitted, along with crash bungs, Harris exhaust hanger and probably a couple of other bits that I may have forgotten.
I also have a set of rearsets with rear master cylinder to go with the bike, but have not fitted them.
Bad Bits:
The paint on the tank isn't great, and looks a bit messy where the finish has gone a bit strange. This never bothered me enough to do anything about it, but it's worth mentioning as it's not brilliant.
The choke is slightly sticky at times, I've sorted this before and it just needs loosening I think, at worst a new cable, but is not a big job at all.
The bike can occasionally be reluctant to start, usually as it sits for a little while between being ridden. Again, it does start every time, but can take a little while sometimes. The battery is good, I think it maybe needs new plugs so not a massive job.
The LHS fork seal is weeping fluid, so would need changing but this is not a huge job again.
Overall it's a lovely bike, and if I could justify having two bikes and a car I wouldn't be selling it as it's great fun. Unfortunately I have to be sensible on this occasion.
SRAD's generally sell for between £1100 and £2000 for genuine models such as this. With everything considered, I'm pitching mine in the middle at £1450. The first person to rock up with £1450 will take it off my hands.
Any questions please feel free to ask.
http://i2.photobucket.com/albums/y15/stu_199/photo3-1.jpg
http://i2.photobucket.com/albums/y15/stu_199/photo1-1.jpg
http://i2.photobucket.com/albums/y15/stu_199/photo4-1.jpg
http://i2.photobucket.com/albums/y15/stu_199/photo5-1.jpg