Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128364
than you might think. The cams are Stage One units from Yoshimura Japan, which is a separate division from Yoshimura R&D of America. The heads have been decked, the intake and exhaust ports have been ported and polished, a Yoshimura spec valve grind has been done, and a thinner head gasket has been used to bump up the compression ratio from 12.3 to 13.5: I. This is what Yoshimura calls its Stage I motor. The added compression requires the use of race gas, which in this case is VP MR9-leaded race fuel. On the intake side, a BMC air filter was added, while a full-titanium race exhaust system with a TRS tri-oval carbon-fiber silencer fitted with a prototype carbon end cap takes care of exhaust duties. One of the keys to the motor is Yoshimura's prototype EMS Cube engine management computer. Similar to its original system, but improved and updated dramatically, the system relies on a 32-bit processor to handle computing needs. Not only does this system allow for customization of engine and fuel-injection mapping, but it is also the hub into which the accessories are plugged. The accessories that were fitted to this bike include a multistage shift light, a c1utchless shifter that no longer relies on foot pressure but rather on shift-shaft rotation, and a three-way switch for various mapping options. Besides the head work, the rest of the motor's internals are stock. Yoshimura didn't leave the chassis alone either. The bike is fitted with Yosh's adjustable offset triple clamps (which were set at 32mm of offset for added trail), c1ipons and adjustable rearsets. The bike has a 520 final drive set consisting of Sunstar sprockets and a RK chain. An Ohlins steering damper and a set of Galfer Superbike stainless-steel brake lines were added. A couple of other items, such as a lighter fairing bracket, spools for the rear stand and chassis protectors, were also added. The bike rides on the stock suspension components that were revalved by Noleen J6 Technologies, a company that was a familiar name in street bike circles 10-years ago but is better known for its motocross involvement. The rear shock was revalved but still uses the stock spring, while the fork received Noleen J6's shim stack and 5-weight cartridge fluid and stiffer .95 kg fork springs. Noleen J6's original owner, Clark Jones, reacqUired the company from the K2 ski/snowboard/rollerblade company, and he plans on making an assault on the sportbike !.:Ii I" '1IIe bike feels fast but Is so smooth it can be deceiving, at least unUI that comer comes rushing UP in ahurrv." market once again. Another key addition is the use of Sharkskinz racing upper and lower bodywork and solo tail section. Over this was applied the aforementioned paint from California Cycle Design in Costa Mesa, California, which is completely unique and yet stililoaks totally Suzuki. The windscreen is a Zero Gravity unit that is a little taller than stock. Before we took to the track, the bike was fitted with a set of Dunlop race tires, a D208GP front and rear. After picking the bike up at Yoshimura, I brought it back to Cycle News to photograph it - but I what I really wanted to do was ride it. After the studio photos were taken, I was desperate to take a ride, only to discover a dead battery. The next day, with a fresh battery, I fired up the bike, stinking up the entire building with the VP race gas fumes. My quick, illegal blast down the street only made me want to get to the track sooner, as the power from the 750 felt awesome. Finally, almost a week later, at a Hypercycle track day at the Streets of Willow Springs, I was able to ride the bike. I still had to wait half the day because I had to shoat photos of my friend Brad Puetz riding the bike for the action shots you see here. The morning was like waiting in an endless line for a roller coaster at Magic Mountain; it took forever before I was able to jump on this 750cc thrill ride. The bike was set up for Brad in the morning, and I hate to admit it, but our sag settings differ dramatically: He'd be a perfect fit riding Secretariat at the Kentucky Derby, while one of the Budweiser Clydesdales would be needed to haul my 190-pound ass around. My first time out on the bike, the front felt like it repeatedly wanted to tuck on the tight track. I came in and Jones turned some clickers, which helped, but I still needed more preload to get comfy on the bike. After lunch, with the suspension set up for my manly body, the bike felt really good. If I had more time, I would have played with the suspension a little more, but it was pretty damn good. The bike is really the perfect track bike. Not only does the bike have an amazing ability to carve up the curves, but the addition of the triple clamps, which added more trail, and an Ohlins steering damper make everything a lot more stable in the fast stuff. The motor on the 750 feels awesome. The power is extremely linear. The guys at Yoshimura have the fuel injection dialed in nicely. The bike had a slight hiccup at 7500 rpm, when opening the throttle from a closed position, but it was nothing that would unsettle the bike at all. Everywhere else the bike's fuel delivery was perfect, and the cool thing about the EMS Cube is that the little hiccup can easily be tuned out on a laptop. The bike feels fast but is so smooth it can be deceiving, CYCLE NEWS • FEBRUARY 9,2005 2S