Volume 1, Number 2, 3rd Quarter 1999
ZooKeeper is the official quarterly publication of the Suzuki Owners Club - USA. The club was founded by volunteers and was incorporated by the club officers in June, 1999 for the purpose of providing mutual assistance and fellowship to owners of Suzuki motorcycles, principally, BUT NOT SOLELY. Membership in the club includes a subscription to the ZooKeeper, which is not available separately. All newsletter submissions should be sent to The Editor at the address on the back page or to gixette@mindspring.com. ADVERTISERS: for information, contact Eric Hess, National Director ironintruder@juno.com. SOC-USA is not affiliated with Suzuki Motors, Inc.
Our featured bike is a 1994 RF900
· Specs/Mods: 993cc pistons, 95 GSX-R 750 cams, slotted cam sprockets, K&N Filtercharger air filter, ported head, Superbike 3 angle valve job, Bandit 1200 brake light, flush mount front turn signals, Keihin FCR 39mm carbs, Yoshimura QRB slip-on can, Galfer stainless brake lines (blue), Bridgestone BT56SS tires, Factory (modified with stock parts) config 10 jet kit
· Owner: SOC-USA Member John Mahlendorf
As it sits now the bike is under 500 Lb. with gas and will get even lighter with my upcoming mods! Watch out R1 boys! More on From the Front Page (Name That Suzuki...)
National Director
Eric Hess, Colorado
Assistant National Director
Jeff Licklider, Ohio
National Financial Coordinator
Rod Tinberg, Wisconsin
National Media Coordinator
Carla "Gixette" Merrill, North Carolina
National Website Coordinator
Jean-Duc Villareal, Minnesota
National Regalia and Marketing Coordinator
David F. Hubenette, Minnesota
National Sportbike/Sport Touring Coordinator
John "Ace" Mahlendorf, Wisconsin
National Cruiser/Touring
Coordinator
Steve Simpson, North Carolina
National D-P/Off Road Coordinator
Mitch Friedman, California
National Vintage Coordinator
Michael Sucharski, Wisconsin
National Rally/Safety Coordinator
Eric Hess, Colorado
· New Hampshire: Paul Bickford
...they will come; words to embody what is happening with this club. Developments have been slow to happen, but happening they have been. The biggest hurdles in growing an organization like this are centered around making it known that the organization exists and what can be gained from it. As our first riding season draws to a close, the memories will be bittersweet in what has and has not been accomplished.
I recently returned from the 30th Annual Golden Aspen Rally in Ruidoso, NM. Attendance was tabulated at approximately 22,000 people. And of those that attended, a little more than 100 visited the SOC-USA booth. None of these people had any idea that the SOC-USA was active, nor did they know where we got our start. Many people were curious enough to ask what we are about, and many felt it was enough to pick up a flyer and continue on their way. I had just about every type of rider that you can imagine stop by. I talked to a DR350 owner from Roswell, NM; a GSXR1300 Hayabusa couple from Odessa, TX; a GV1400 Cavalcade owner from Glendale, AZ; a GS1000 rider from Albuquerque, NM; a VZ800 Marauder owner from Amarillo, TX. The first of the four new members that I signed at the rally was a GV1400 owner.
It was this Cavalcade owner, Jerry Pancost, who brought up concerns about the lack of support for the GV1400 by the Suzuki Motor Corporation. He and his wife are mortified to take the motorcycle on long tours because of this. From this concern came an idea for an additional service that we hadn't thought of until then: Emergency Roadside Assistance with an 800 number to call when trouble strikes. Many things within the SOC-USA that will be offered to members are still very much "works in progess." Many of them aren't even on the drawing board, of that I am sure. This is just an indicator of an organization that is still trying to define its directions, and those directions grow out of ideas that the members have. Many ideas might not fit the mission of the SOC, but others will augment it and add value to the membership
Something else that is in the works is a registry of motorcycle Vehicle Identification Numbers, so that a nationwide network of Suzuki dealerships can be alerted to the fact that a member's motorcycle has been stolen. Our network of dealerships is very small right now, as is our membership. This will change as the club grows. This growth will be facilitated through informing our unsuspecting prospectus that we exist. These dealer and member networks will serve as one of our strengths.
The club has come a long way since it was just an idea in July of 1998. As we surmount one obstacle, another appears before us. It is like that now, as we try to incorporate the organization. Press releases, IRS tax exemption and autonomous operations await incorporation. The Regalia program is just getting started, and the flow of information is being tweaked and ironed out. The dynamic won't go quiet, not by a long shot. Bide your time, good things come to those who wait. We're just getting warmed up.
Steven C. DiPietro, MD, 1996 GSX600FT Katana
Phil Van Alstine, CT, 1992 GS500E, 1998 LS650 Savage
Katherine M. Corey-Pachero, MA, 1987 LS650 Savage
Ralph W. Hansen, MA, 1986 GV1400GD Cavalcade LX
David Pond, AL, 1974 T500 Titan, 1975 GT550 Indy, 1975 TC185 Ranger, 1996 LS650 Savage, 1979 JR90 and parts: GT750, GT380, DR125, SP125, GT185
Vince Lamarche, CA, 1997 GSF1200 Bandit
Melissa Holland, VA, 1999 SV650 "Bobcat"
John P. Hite, NC, 1997 GSF1200 Bandit
Thomas G. and Sherry L. Haskins, TN, 1995 VS1400 Intruder, 1995 LS650 Savage
Stevan A. Tavares, RI, 1989 GSX750F Katana
Glen Sebastian, CT, 1981 GS450S, 1997 GSX750F Katana
Steve and June Rapp, OH, 1995 VS800 Intruder
Linda rides a 1996 Savage (Thumper) with a custom seat, wind screen, and leather bags
Has ridden for: 18 years, off and on (not counting rides on the back of my brother-in-law's Indian Chief starting when I was four years old. I was addicted by the time I was five)
Miles she rides a year: Varies depending on my chances to take longer tours, but up to 10,000
Riding style she prefers: Touring on a cruiser
Favorite places she rides: Smoky mountains, Ozarks, New Mexico, Northern Wisconsin and the U.P. of Michigan or any place I have not been before. Heading for western New York this fall...
Favorite gear: Helmet, leather jacket and chaps, "cool looking" boots, plus camping gear
First motorcycle: Depends what you call a motocycle. I started with a 50cc Suzuki Moped, and then a few weeks later a 90cc Honda single, then a 185 Yamaha thumper, and I finally ended my first summer of riding on a GS450L Suzuki.
J-D rides a 1997 RF900RV
Purchased: 1998, dark green/black and silver, all stock engine
Has ridden for: 5 years
Miles he rides a year: average 16,000 miles
Riding style he prefers: Fast (85-90 mph) touring.
Favorite places he rides: Back roads of Wisconsin, Black hills, BadLands of SD
Favorite gear: Pair of jeans, bomber leather jacket, and of course my undescribable CMA (Christian Motorcycle Association) vest.
First motorcycle: 1980 Suzuki GS550E
To become a member of SOC-USA, complete the form on the back of the newsletter. Your membership includes:
· Club regalia and membership privileges on the club web site
· The ZooKeeper mailed to you each quarter
· Special discounts as they become available and participation in club events
If you don't see your letter here, take a look at our website www.soc-usa.org
or, The Extended Maintenance Chronicles, by Bill Hawley
Have you ever owned an older English bike (or heaven forbid, one of their 4-wheeled cages!)? I was pondering the engineering brainstorm that resulted in vertically split cases the other day and got to thinking about why we put off maintenance when we really shouldn't. How are these two items related (you had to be wondering by now, right?)?
Well, if you've ever noticed the pool under an older British conveyance, then followed the source, it would almost invariably lead you to a vertically split case with saturated gasket material that is now better suited for use as an oil lamp wick than as a means to contain the oil within the housing that it's now precariously attached to.
I don't believe this is what the engineers had in mind when they designed the "total loss lubrication system," but however unintentional, it seems to be very effective in this role nontheless.
Which brings me to the persistent seep at my gear shift lever shaft oil seal. I've considered changing it, but I've noticed that it's strategically situated in such a manner that the trail of oil leads down to a "drip point" directly over my drive chain, while also providing similar lubrication to the pivot point on my center stand. Those of you who are younger than my bike may have no idea of what a center stand is of course, but (if you have even one mechanically-, empathetically-inclined bone in your body) I'm sure you're nearly as pleased as I am that this often neglected component is receiving its regular dose of lubrication. Some would be quick to point out that there are devices (like a Scott oiler) that are specifically designed for this sort of duty, but I see it as a happy mechanical coincidence. Besides, why add more weight and complexity to an otherwise nearly perfect design. As our sports oriented columnist (Ace, aka: John) has pointed out, 8 lbs lost is equivalent to a 1 hp gain. As a side benefit, it also forces me to check the gearbox oil level regularly (remembering the "total loss" part of the equation here). While topping off the transmission, you'll find yourself looking directly into the (blind) eye of the CCI sightglass. (This is for the metering tank that injects the oil into the two stroke engine to mix it automatically with the incoming gasoline. Another engineering "first" for Suzuki, even in the dark days of the early Seventies).
Kills at least two birds with one stone (maybe three, if they're flying a tight formation).
So when you notice my bike "marking its territory" at the next Suzuki gathering, whatever you do, don't advise me of it. You'll simply have to sit through the whole explanation all over again. You can write to Bill at the ZooKeeper or: Lemans750@aol.com
When you ride, where are your eyes looking when you are in a corner? Do you look a few feet in front of your tire? Or, do you look up the road? Or, maybe you're looking at the girl or boy in the tight shorts on the side of the road?
Where you should be looking is where you want your bike to go. The farther you can look up the road, the better chance you will have of seeing important things in the road. These can be reference points, gravel, oil, or any number of things you want to know about now, not when you get there.
Generally, for most of us, our bikes go the direction we are looking--even if where we are looking is somewhere we don't want to go. Often you will see a rider go off the road/track right after the guy in front of him goes off. This is called target fixation, and it's a bad habit. The second rider was paying too much attention to the first and watched him go off the road. Because he was looking at the first rider go off the road, the second rider followed. His bike went where he was looking!
Watch some Pro riders. You will see that in the corners they are always trying to look to the exit of the corner. There is a second benefit to looking that far ahead of you: you get a much reduced sensation of speed. Try this experiment to show yourself how well it works. As a passenger, look as far ahead up the road as you can; nothing seems to be moving. Now look at the road just off to your side...pretty fast huh? If you want your riding to be faster and/or safer, look as far up the road as you can. This goes for all types of riding--street or track.
Keep your knees on the ground and your toes on the pegs,
John
Cruiser/Touring News
Steve Simpson, National Cruiser/Touring Coordinator
Sure, the image of a "typical" cruiser rider is one of a great big 250-pound guy on a (cough-cough) Harley-Davidson, but that is not typical of this rider. I am 5' 6", and 160 pounds, and I ride a 1997 Suzuki Intruder 800. Fortunately, the bike was about one third the cost of your average Harley, and that, in my humble opinion, makes it about three times better than a Harley.
However, this article is not about the bikes in particular, it is about the rider, and this rider in particular. In addition to being about one half the size of the "typical" Harley dude, I am a computer "geek." I work with computers, and I play with them. If you have access to the Internet, then I am about to let you in on a secret that can bring many rewards to any Suzuki Marauder or Intruder owner. There is an address on the World Wide Web that can be of significant help when you have problems or questions. The address is www.migcruisers.com.
At that web site, you will find several photos of Marauders and Intruders, a Frequently Asked Questions (FAQ) section, product reviews, and most importantly, an area to sign up for the Marauder-Intruder Group (MIG) Mailing List.
This list, currently comprised of about 750 Marauder and Intruder owners from all over the world, is an outstanding resource to get quick answers to all of your cruiser concerns. Topics from changing the sprockets on the Marauder to help with solving a dead bike after it is washed are covered there. You can learn what products people use to clean and polish their machines, and what the best after market pipes are. Anything you need is there in addition to links to other helpful web sites. This web site and mailing list are extremely professional and will be of significant help in improving your cruising experience, if you have Internet access.
However, if you do not have access to the Internet (and you do need to get it), then you will just have to stay tuned to this column. In the future, I will try to address your comments, questions, and concerns the old-fashioned way. Let me know if there is something about cruisers I can explain for you. Until then, keep the rubber side down, and roll on!
Steve
D-P/Off Road News
Mitch Friedman, National D-P/Off Road Coordinator
Greg Albertyn from South Africa has won the 1999 AMA National 250cc Motocross Championship for TEAM SUZUKI. Albe is a 3-time World Motocross Champion, winning in the 125 class in 1992 and then taking the 250 class in 1993 and 1994. All of his championships were on a Suzuki. Suzuki last won the AMA 250 motocross championship in 1981, so this win has been a long time coming.
In the world of motocross championships, Suzuki has been testing a new RM 250 motor with the water pump in a new place. How long till it is on the bikes we can buy? Not too far away, I'm sure.
OK--now for the good stuff. Suzuki should have a new DR 400 for offroad riders. I have seen photos of it and it's cool. As far as the DS 400, I have heard of one but still have not seen it. But I'm sure it will be as nice as the DR. The DR should give the other bikes in that class a good run for their money.
As of this writing, the Suzuki Dealer show is just a few days away, and we should all know what Suzuki has new for us by the time this ZooKeeper issue hits our mail boxes.
Finally, running during the days leading up to the show is the RM CUP for motocrossers. Suzuki does the RM CUP every year, and this year it's in Las Vegas.
Well that's all for now folks. If you have anything you want me to write about, you can let me know through the ZooKeeper email address; I will try and do so. Till then RIDE SAFE.
Mitch
Vintage News
Mikey Sucharski, National Vintage Coordinator
My first motorcycle in 1983 was a new 1981 Suzuki GS450T two valve, chain drive, vertical twin. Why? After checking out what was on the market that I felt a need for, combined with the funds I had to work with, my choices were narrowed down to Honda (isn't there a deadly biological virus named after it?) or Suzuki. Naturally, I went to a dealer who dealt in both. After going through all the models that I might be interested in, two glaring facts were evident. The Hondas were consistently $150-$300 more than the Suzuki's on a per model basis. In addition to price, the dealer/owner seemed to prefer the Suzuki mechanically. When I finally asked him why the Hondas were higher priced if the Suzuki was a better machine, he gave me my first lesson in business: "Everybody wants to buy a Honda, so you charge them more." Okay, I'll take the Suzuki. Put on a windshield, case guards, and highway pegs. Total outlay on this package including taxes came to around $1,400. I started falling in love all over again. Yes my friends, you could buy a new motorcycle back then for that price.
The Suzuki GS series has been said to be the most solidly built motorcycle in recent history, with the GS850 being king of the hill (per Cycle, MCN, Rider, and Cycle Guide). Engine sizes were the 300, 400, 450, 550, 650 (shaft), 850 (shaft), and 1100 (shaft) in the two valve series, and 750, 1000, 1100, and 1150 four valve, chain drive series. There was also a GN two valve model in 125, 250, 400, and 850 sizes (the 125, 250, and 400 were single cylinder). There were also Katana models in this series (550, 750, and 1100 and possibly the 650, which was pretty much an E model with crotch rocket type (GSXR) body panels, but a lot heavier). Last, but not least was the XN85 turbo, a 650 that put out 85 horsepower with turbo assist.
The screamers were the 750E and 1100E models. They were very workable as far as stroking goes. Throw on a 4 into 1 Bub exhaust, K&N Stage Three intake kit, and over size pistons and watch out. My son did the above on his '82 1100E, and I tried it once (wacked it at 80 mph and almost fell off). Thanks, but no thanks. The drawback on the 1100E was that it came with a pressed crankshaft, and if you wanted to use the rpm to its fullest potential, you had to disassemble the engine, weld, and balance the crank. The GS1150E was only around a couple of years and never had a chance to get a following. The GSXR replaced it in short order.
The cruiser (L. Low Rider) models came in the 300, 450, 550, 650, 850, and 1100 sizes. The touring models (I mean real touring models) were the 650G, 750T, 850G, and the 1100G (G indicating shaft drive). Suzuki came out with a touring bike prior to the introduction of the Cavalcade. It was the fully faired and bagged GS1100GK (`82-'84), which was more powerful than the Honda Goldwing. There are still GKs on the road today.
The GS series lasted mainly from 1978 up till 1983 with a few of the models hanging around a couple of years longer. That's a fairly decent life span, given Suzuki's reputation for discontinuing models if sales start to sag. It kind of looked like a beast, or rather, it just didn't have the looks. To the purist like myself, it was one of the most beautiful motorcycles ever made. This was the type of motorcycle that you could outfit for touring, sport touring, or just plain cruising. In other words, it was your true UJM. It was the motorcycle you fell in love with after you purchased it. I recently let go of an '83 GS850G that I've owned since new (one of the hardest things I've ever done) in order to make room for a '76 RE5.
I will be doing individual articles on the 450T, 450E, 650G, 850G and 1100E because I've either owned or ridden them. If any members have owned or ridden any of the other GS models and would like to share their experiences and knowledge with the rest of the club, I will be more than happy to do an article on your bike.
Since I am just as human as the rest of the club, any corrections to this article will be gracefully accepted. Ride safe, far, and olde.
Mikey
Even during WW2, women were riding war time motorcycles to see boyfriends in forlorn, hidden hideaways, using ration stamps or trading those rare silk stockings for gas. A carton of Lucky Strikes might also have been a good exchange for a tank of fuel.
What romance it had. There was nothing to match or compare with the sight or the smells, or to the lover she was whisking away to.
This story is from an 84 year old woman I met recently. I was totally mesmerized with her life and her history. Truly, she was a woman before her time. My husband and I had been on a long ride on a beautiful sunny day when the clouds began to gather near sundown. To avoid the approaching rainfall, we made an unscheduled stop that put a silver lining to the dark rain clouds.
We parked outside a quaint little restaurant where we could wait out the storm. Upon returning to our bikes, there was a small, frail lady with white braided hair who had parked next to our cycles. She was straining out of her van window and trying to a get a good look at my Savage. As she watched us pack our gear in the saddlebags, her first words were to compliment us both on our bikes. She said she had a special gleam in her eye for my little LS650 Suzuki Savage.
She got out of her van and started talking. I watched her arthritic hips and knee joints strain to get down from the van. She started telling us of the love she had for motorcycles. We were listening with great surprise when she said she had been a racer in her twenties. She said she was now 84. The bike she raced was an old Indian 45. Her story kept getting more amazing by the moment.
She had given birth to four children before her husband ran away. One of the babies died at three months, leaving her with three small children to care for. This was in the last days of the depression. Sissy stated driving semi-trailers to support herself, taking her children with her on the road.
She also started racing her Indian about this time at the fairgrounds in Springfield, Illinois, as well as at weekly hill climbing competitions. Her story sounded nearly unbelievable, but she reached into an old briefcase and produced pictures of her, the Indian, and shots of the hill climbing competition.
I met her for lunch about a week later and saw the old racing jacket, the trophies, and other memorabilia in her home. Her sons, now grown, were pictured on their Suzuki Intruders. I know Sissy would have ridden a Suzuki in the 1930's, had there been Suzukis around then. I guess lacking a Suzuki, an Indian 45 must have been a pretty good alternative.
She is alone now, her sons living far away, and all her old friends have departed. She is left with the memories of her bikes and a desire to take one more ride. Her last wish is to have motorcycles in her funeral procession and be buried with her racing jacket and leather hat.
I wanted to go that one better. The next week I headed back to Lincoln, Illinois. I stopped at Sissy's house, helped her into her jacket and hat, and took her on that one last ride while she was still here to enjoy it. I hoped it rekindled her fondest memories.
The tears in her eyes showed me that it did. She was back in the War days, riding her old 45 off to see her lover once again.
This issue we interviewed sportbike club racers, focusing on John "Ace" Mahlendorf, our new Sport/Sport-Touring Coordinator. In `84, Ace started riding bikes in Sheboygan ,WI at the age of 16 with a Yamaha RD350, and went on to a Yamaha 550 Vision, then a Kawasaki GPZ 550. He bought an '87 GSXR 750 and started racing it in spring of '88 in supersport and superbike. Converted to a superbike in '90, this bike underwent many mods to stay competitive. He retired the bike after the '95 season. "It was just too hard to keep it competitive with the new SRADs." He bought his current RF900RR in '94. As with every bike he owns, it is far from stock and sees quite a few track miles.
ZooK: How old were you when you first started racing a motorcycle?
John: I started racing at the age of 19. I was working for $3.80/hr part time, but I had to race!
John: I've wanted to race for as long as I can remember. I even set up my bicycle like a race bike: low seat/handlebars so I could hang off. Then I started on streetbikes--hanging off and other stuff normally reserved for the track.
ZooK: What kind of racing did you do? What bike did you use?
John: Foolishly, I bought a used 750, started in heavyweight supersport, superbike, and GTO (a 45 minute race). The bike was an '87 GSXR 750. The guy I bought it from won the previous year's Championship Cup with it, so I figured it had to be a good bike.....then they came out with the new '88 bikes.
ZooK: Where did you first race? What tracks have you raced at?
John: My first race track was Blackhawk Farms Raceway in Beloit, IL. I also raced at Road America in Elkhart Lake, WI and Grattan, MI. My favorite track is Road America: 4 miles long and very smooth.
ZooK: What is the most recent bike you raced? What mods did you make to it?
John: The most recent race was earlier this year at Road America. I borrowed a friend's Yamaha FZR 600 which he uses for supersport racing. Therefore, not much for mods--just a slip-on and suspension work. I did have my RF1000RR at the track this year as well for the Suzuki school/track ride. The mods to that bike are many and listed on your cover.
ZooK: Did you win any races? Did you get discouraged?
John: I took a few top three positions, but never won. The only saving grace was that my old '87 was still on the podium even in '95 against much better bikes. The only time I got discouraged was when I had to go to the track alone, do my own work, and never got any lap times. When you don't know how you're doing, you can't get better.
ZooK: So you think it's best to try to team up with someone when you first start racing?
John: Not necessarily, just make sure you have some reliable people to go to the track with you. They help by keeping score, noticing things you do differently than others, and just as important, it's nice to have people to talk to after a day of racing. The track closes down around 5:00. This leaves you lots of time to sit around. It really helps to have some company.
ZooK: How do you get your lap times measured? Explain a little more what you mean by "When you don't know how you're doing, you can't get better."
John: Well, you just have someone with a stop watch time each lap as you go by. If you have a watch with a lap memory you can just show the rider his times on the watch. If not, write the lap times down for the rider. When you race, you are always trying to improve. If you don't have someone to get lap times, you can't tell if the changes you made are paying off. Be it a suspension change, engine change, or most often, taking a different line on the track. If you try the new line, and you have a timer for you, you know if that line worked better. If you don't have a timer, you can never know, hence you can't know if you're improving. There is another option now. You can get an automated lap timer that uses an infrared beam that you put on the race track. You get your lap times as you set them with an onboard display. I wish I had one when I started racing!
ZooK: Do you get any money for winning races? What is a contingency?
John: No, for the most part club racers don't make money. Only cheap little pieces of wood. You have to race for the love of racing. Contingency is when you use a product and do well with it. If you display the stickers for the manufacturer and they have a contingency program, you can win discounts to purchases of more of their products. Once in a while you actually can get cash--maybe enough to pay for an entry fee.
ZooK: How much money does it cost to enter a race?
John: In Championship Cup Series (CCS) racing your first race is $60, the 2nd is $40, and all after that are $30. You also have to pay $20 to get into the track. This is actually small compared to the rest of the money you must spend. Gas for 2-3 days of racing, tires, brake pads, food, hotel, etc. A guess at a full weekend would be about $300 minimum.
ZooK: How often did you crash?
John: Luckily, I didn't crash much. When I started, the brakes on my bike were terrible. I ran off of the track quite a bit. But I just drove through the gravel and kept going. We ran out of brake pads once and had to find a substitute. We found Katana 600 pads would "fit" but we didn't know that they would swell up and lock the calipers solid! This happened in the last turn at Blackhawk Farms raceway. It was my only crash at speed (45mph). No damage to me or the bike (just some scratches), but we couldn't get the bike to the pits until we opened the brake bleeders.
ZooK: Should a new racer plan on crashing? How dangerous is it?
John: A new racer must accept the fact that there is a good chance of falling. But it really isn't as dangerous as you might think. You wear lots of protective gear, and most tracks are pretty safe. Still you must be willing to take the risk. You can get hurt--maybe bad. But if you ride within your level, like most racers, you can race a long time without getting hurt.
ZooK: I agree. A lot of racers don't crash that much or crash that badly. Others crash every weekend. I recall Ed Bargy saying that if you are crashing every weekend, something is wrong with you or your bike. What do you mean when you say, "But if you ride within your level, like most racers, you can race a long time without getting hurt?"
John: The first real bit of advice I give to people who are starting a racing "career" is that you should look at your first year of racing as research and development. You have to look at your first year as a way to find out what needs to be done to your bike, what you need to change for your pit area, and what you need to learn about riding. If you go out your first year, and try racing seriously, there is a good chance you will be riding over your head. And when you ride over your head, you are very likely to crash. I have seen it happen often. In racing you must prepare! And it takes time to know how to prepare. If you can buy a race bike from someone who raced it successfully, much of your work has been done for you, but you still need to set up the bike for the way you ride. Generally, it's the guy/gal who just wants to go out and win the first race that is going to crash. For some, there is the attitude "win it or bin it." These are the riders who crash all the time. The chances of you getting a "factory ride" are slim to none, and when you know that, you can just race for the joy of racing. If you must try for that factory ride, you must do well at the national races and here's a hint: the factories don't like crashers.
ZooK: What safety and first aid are available at a race track?
John: Most racing orginizations are very serious about safety. You can always count on having at least one (normally two or more) ambulances at the ready at all times. There is also a "med shed" or medical building at the track. They can give first aid and some slightly more advanced aid. And the med shed isn't just for crashes; you can go there for heat stroke, sunburn, and any injuries you might get at the track (cuts and bruises from setting up camp or working on your bike). All in all, you are in very good hands at the track.
ZooK: Do you get discouraged when you crash and then have to spend money to fix the bike? What keeps you going?
John: You can get discouraged, but you are always working on the bike, so fixing crash damage is just a change of pace really. For some, crashing is enough to make you quit. But for me, and most others, just the joy of racing is enough to keep you going. You just can't describe racing. It is everything you ever wanted to do on a bike and more. There is nothing like being in a scrap with another rider of equal skill. When you are dicing with someone, you feel like you are racing for a world championship. Even if it's only for 5th place....or 35th place for that matter. You find that rider in the pits after the race, and you both relive it for hours! The first time you get a knee on the ground, your first standing start, your first checkered flag, your first "battle." All these get your blood pumping. You never feel more alive!
ZooK: How do you conquer your fears and get more self-confidence?
John: Time and experience are the best ways to beat fear. Track time will build confidence because you see the same corner every minute and a half. After you go through it at a certain speed so many times, you know that speed is safe.
Racing also builds confidence. You are going to find another rider at your skill level sooner or later. If that rider passes you, the adrenalin gets pumping, and you just want to beat that guy/gal. You start doing things you normally wouldn't try. Braking just a bit later, cornering a bit faster, getting on the gas a little sooner. You keep this up for the rest of the race regardless of whether you pass or not. If you don't get by, you keep trying. If you do get past that rider, you want to keep ahead, so you ride as hard as you can. After that race, you have just found that you can go faster than you thought--or you crashed. This is another reason to start out on a bike that is legal in a lot of classes. Time is much more useful than power for getting fast.
ZooK: Exactly what are the steps someone needs to take to get into club racing?
John: Here is what you do:2. Take an accredited safety school and get your club's rule book.
3. Have your bike set up for track use (safety wire all fluid holding bolts).
Well, first you need to get to an accredited school. Most racing organizations have at least a safety school. You can usually go to something like Team Suzuki racing school, or California Superbike School, and if you pass, you are eligible for a license. You need to get a hold of your local racing orginization and get a rule book (you can sometimes get one from a racer if you ask) and find out the rules concerning safety for your bike.
Safety wire your bike, and make sure it's legal for the classes you want to run. To take the school and to race, you will need a good helmet, leathers, boots, gloves. Don't skimp on money here...this stuff will save your butt if called upon.
ZooK: What are the levels of racing in a club racing organization and how do you advance from one level to the next?
John: There are normally two levels for club racing. In CCS they are Amateur, and Expert. You start out as an amateur, and if you do well enough, you can ask for an expert license. Normally, people will wait at least two years before asking for the expert license. You may be required to move up to an expert license if you win a championship or a lot of races as an amateur. Other than that, you don't have to go expert. Amateur is for the guy/gal who can't afford to compete at the expert level, or who just wants to race from time to time.
ZooK: How mechanical do you have to be to keep your bike running as a racebike?
John: If you can change your oil, adjust your chain, and check your tire pressures, you can keep your bike race-ready! Setup only takes drilling for safety wire and using water instead of antifreeze. You would do well to start to learn suspension setup. It will make you go much faster than horsepower!
ZooK: I've heard that before. Why?
John: Most new racers think that power is king. That's just not true. Suspension rules the track. Suspension lets you go through corners faster. And if you can corner faster, by the time you get to the straight, you are already going faster than the guy with poor suspension setup. This also means that he must brake sooner (suspension also helps your braking) because he can't take the corner as fast. So suspension makes you faster in the corners, straights, and braking zones. Power only helps on the straight. And as far as I know, any track worth racing bikes on has lots of corners with braking zones. Advantage: suspension.
ZooK: As an experienced racer, if you could race any bike in the world on the club racing tracks, what bike would you pick?
John: Well, it would be nice to ride Kenny Roberts Jr.'s Suzuki RGV 500 GP bike! But realistically, a Bimota SB8R (or TL1000R) would be a great twins bike. More realistically, an SV650 seems made to dominate its class, and is very popular. But given my druthers, I would probably go back to my heavyweight superbike days and race a GSXR 750 (a Yosh preped superbike would be best!).
ZooK: Why the preference for Yoshimura?
John: Yoshimura is the team for Suzuki. Mat Mladin, Steve Crevier, Steve Rapp, and Jason Pridmore ride for Yosh, and they are the fastest Suzuki riders in Superbike. Honestly the only way to get a true Yosh-prepped bike is to get on the team (not easy), but Yoshimura will build your engine and many other parts as well.
ZooK: As an experienced racer, what Suzuki bike would you pick if you could race any Suzuki?
John: See above! Top picks would still be SV650 (cost and competitiveness) or TL1000R for twins, and GSXR 750 for superbike/supersport. The GSXR 600 seems to be on the way out in middle weight, but in club racing it really is the rider, not the bike!
ZooK: What's a good Suzuki bike to start out racing with?
John: The best Suzuki (or any other brand) has to be the SV650. It's light, cheap, easy on tires, not too fast (too fast is bad for learning), yet still super competitive in its class. You can also run this bike in more classes than almost any other Suzuki (GS500 can do the same and/or more, but is much less competitive).
ZooK: How do you think Suzuki bikes stand up to the demands of racing, compared to other makes/models?
John: Honestly, I think Suzuki does the best job in holding up to race track use. How else do you think I could race the same bike for seven years and still be competitive! Suzuki, more than any other brand, seems to make bikes for the racetrack. Bikes like the GSXRs are way ahead of the field and offer themselves to race mods quite well. Durability wise, they are tops. My RF wasn't even purpose built for track use, but that doesn't stop it from destroying the other guys' sportbikes on the track and is my daily driver!
ZooK: So you still street ride?
John: Yes, I still street ride. Some racers don't. On the street, I ride a heavily modified Suzuki RF900. I would race it (in fact I just might be racing it at the end of Sept. at Blackhwak Farms) if it were legal in more classes. I did take it out on the Team Suzuki track ride at Road America this year and did quite well. Track experience makes up for supposedly not having a race bike (so does 140bhp!).
ZooK: That's true. Once they get involved in racing, a lot of motorcyclists don't want to ride on the street anymore. Why do you think that is? Are most racers just throttle junkies who don't want to ride if they can't speed?
John: No, the #1 reason I hear is that racers don't feel safe on the street! What with gravel, oil, and cars not watching out for you, bilnd corners, bridge abuttments, armco barriers, and no run off... some racers just don't feel comfortable on the street. This goes a long way to show how safe racing is, if the racers won't go on the streets for fear of getting hurt!
ZooK: Do you have to be young to race, or can the over 40 crowd do it?
John: Absolutely 100% not true! In CCS racing there is even a 40+ class! And most, if not all, of the riders who enter the 40+ race also race other classes as well. Age only hurts pro riders who have to be at 100% all the time. The experience you get, you keep. You don't lose it like looks or strength. Racing truly is 90% mental! And you can start racing at 40 or older as well. From what I have heard, the average age for riders in the California Superbike School is around 35. In fact, at the Team Suzuki school this year, Peter Egan (columnist for Cycle World magazine) who is around 55-60 years old (just a guess, sorry Peter!) was acting like a school boy after half a day of track instruction. Seems 'ol Peter never got his knee down--until that day at the Suzuki riders school!
ZooK: I've seen more and more women taking racing school. Seems to me that with the lighter, more responsive and more powerful bikes, women can now be real contenders. Like you say, racing is more mind than brawn. Are you seeing more ladies on the tracks these days?
John: Yes, I have seen a few women racers. Vicky Jackson Bell comes to mind first. She is a top rider in the 125cc class. Women (in my opinon) are best in the lighter classes. The lighter bodies help with power to weight ratio. But the heavier classes (unlimited supersport, superbike, etc.) are harder for most women. Racing does take some physical ability, and the bigger the bike, the harder to ride. The same goes for light but powerful bikes. They are a lot harder to ride.
If I were a woman wanting to get into racing, I would still start out with an SV650 (or similar bike), and if I found I liked it, I would strongly look at the GP style bikes (125 and 250) as these bikes offer the most to a small rider, male or female. Another reason you see fewer women racing is that for some reason you don't see larger numbers of motorcycle-riding women, much less sportbike riders. Whether this is an issue of it being seen as a "man's" sport, or just not enough role models for women, I don't know. All I could say to a woman interested in racing would be to go and give it a try! It is not just a "man's" sport!
2. Friday after work: Pack everything up, drive all night to track and camp or check in at motel, crash for the night.
3. Saturday morning: Up at 6 am, set up pit, get bike checked at race tech, ride practice in assigned group, fiddle with bike setup.
4. Saturday afternoon: Race bike, try not to fall over.
5. Saturday night: Bench race with fellow racers, relive every moment, try to get to bed before 3 am.
6. Sunday: Repeat Saturday, but pack up and arrive home 3am Monday morning.
7. Monday: Try to concentrate on your day job, but all you can think about is getting back to the track.
Zoran races an SV650 in the AFM and WSMC clubs. The tracks he rides in California are: Sears Point, Thunderhill Park, Buttonwillow and Willow Springs. His first race was in 1990 with the LRRS club at the Loudon NHIS track in New Hampshire. As of this writing Zoran is first in points in the Expert AFM 650 Twins class What bike did he choose to start racing with? Zoran, who arrived in the US from Yugoslavia in the '80s, says in his tongue-in-cheek style, "R6 was late. I raced Hawk GT for 4 years." Zoran loved the class and the people in it.
For the last three years he's been racing a GSXR 750. But then he sold his GSXR. As he puts it, "All I had in garage was R1 and Hawk in a box. R1 was not bike I wanted to race, so I sold it." He started putting the Hawk together, but ran out of time, "R6 was not out yet, so I went to store and got SV to race until Hawk is back together, but liked SV so much that I sold Hawk." Zoran also admits that he needed a break from spending so much money on racing a GSXR.
If he could choose any bike to race, what would he pick? You already guessed, huh? Yes, the R6 but he says, really, any new 600 would do. He believes that "They are best balance between power, weight, and handling." If he could pick any Suzuki to race, his choices in order are: SV650, GSXR 600, GS500, and GSXR 750. However, he advises that while the SV, the 600, and the GS are good for new racers, the GSXR 750 is for experienced racers, "The 750 is not the bike to start racing with unless you are super talented and Suzuki pays contingency money."
Here are the mods Zoran has made to his SV:
Race fairings, GSXR front end, total loss harness, lightened flywheel, jet kit and pipe. ("I wanted to make it as light as possible with good handling. Once I get to use max potential in this form I will go into motor, planned for next year.")
What is Zoran's SV like to ride? He says "Very light and fast steering, very good through corners, great brakes (got to love that GSXR front)." The only weakness he finds is that the bike could use more midrange power to get a better drive out of the corners. He plans to fix this by going into the motor and putting in bigger pistons. Why does Zoran the Magnificent race? "I can't control myself on the street. I like to go fast and track is place for it. And it is so much fun that I just cannot stop."
Dave Meimann rides a 1997 GSXR 750V and races in the AFM (www.afmracing.org) at Sears Point, Thunderhill Park, and Buttonwillow. His first race was April 1999. Dave chose the GSXR because "I happened to own one as a street bike, purchased used in Nov.'97. I went to a few dP schools in 1998 and decided to try racing for 1999, and I didn't want to buy another bike due to cost and lack of space in my garage."
If he could race any bike, he says, "Hmmmm. Well, I probably would prefer something like a Feracci 996 or MV Agusta F4.... but, being the pauper I am, the GSXR works quite well at these tracks. I would also consider a 250 2-stroke, since Sears requires a bike that handles very well and ThunderHill is kind of a horsepower track (lots of real fast turns)." Does he like racing a GSXR? "Yes. There are lots of them out there, and plenty of squids wreck them on the street, which provides a good supply of relatively cheap used parts. :-) Also, the bike is near race-ready off the showroom floor, which is nice. It's a confidence-inspiring bike to ride when properly set up, which also makes it a good choice for racing." As for mods, the original owner of Dave's bike was a co-owner of Circuit-1 Suspension, and he had fully worked the suspension and done some work on the motor. Dave adds "I have done little since then; it hasn't needed much improvement."
Here's the list of mods:
Race Tech Gold Valve kit for the forks and shock, Circuit-1 fork and shock springs, revalving to Circuit-1 specs, Goodridge stainless brake lines, AFAM sprockets (16-45) and DID X-ring 520 chain, Fallicon adjustable cam sprockets, K&N filter, ignition advancer, a spare set of wheels for racing (with the thicker 1998 rotors), EBC HH Kit brake pads in place of the previous Ferodos, Yosh slipon (for Superbike class only) and a WER steering damper. "Pat (the previous owner) had also removed the useless air plumbing on the carbs and sealed off the lines, and removed the 'push' throttle cable."
What does the GSXR feel like on the track? Dave says, "I like it, but my only comparison is my old FZR600 and my previous '94 GSXR. With the suspension mods it really soaks up bumps well, which is very important at the tracks I race--they are all very bumpy. I rode Laguna once for a dP school and couldn't believe how smooooooth it is! The handling is good, power is excellent, overall it's great." Weaknesses of the mighty GSXR? "The weaknesses are the weight. Flicking the bike in a transition takes some real muscle. Part of that is due to the steering damper, but I need the damping! Also, the power can sometimes cause unwanted wheelspin and wheelies, which do not usually improve lap times. It does teach you throttle control though!"
So why does Dave race? Here's his story: "Good question. I'm not quite sure what the heck I'm doing out there. At first, it was a way to get more track time and relatively cheap track time, as well as racer discount on tires and parts. Plus the glamour, women, fame, money...uh, wait, that's AMA, not AFM...ummm, scratch all that." Dave says that he will probably not continue racing on a regular basis because of the cost. He reports that he just had his first wreck ever in July at Turn 6 at Sears, "...a 90mph lowside while fighting for about 12th place. I was OK, but my bike went 8-10 feet into the air and ended up with $2K damage (frame bent, bodywork totally destroyed, etc). My race budget for August through the end of the season was maybe $1K, and one wreck was double that just in repairs!" Dave thinks he'll probably make it to the last race in October but as of now, his bike is in many, many small pieces in his garage.
And where does he stand in the points? "Uh, well, my points and standings were much better before my wreck. It's hard to keep track of your standings if you're a backmarker like me. I honestly don't know my standings because the AFM does not post below the top 20 on the website or in the monthly newsletter. If I had raced the first weekend my points standing would probably be around 14th to 16th. The racers currently in those spots have similar lap times to mine and are usually the guys I'm dicing with most of the time."
Advice for new racers? "A new racer should absolutely start with a less powerful bike, preferably a 250 or 500 with a decent suspension. All of my race buddies ride TZ-125 or 250 2-strokes and they all give me a hard time about my 'diesel,' but I still kinda like the thing...I'd still recommend a newbie start with a Ninja 250 or something for the first year. I vividly recall getting passed in my first race by the leader of the 500 Twins race in the second wave--that was a humbling experience. Plus, I'm sure it's fun passing R1s with a Ninja 250 after you've learned to master it (assuming, of course, the R1 rider is a lesser rider!"
Some racing clubs:
www.wera.com
www.ccsracing.com
www.wsmc.com
Some racing schools:
Ed Bargy: www.mindspring.com/~ebrs
CA Superbike School: www.superbikeschool.com
Team Hammer Schools: www.teamhammer.com
dP Safety School: www.dpsafetyschool.com
CLASS Motorcycle Schools: www.classrides.com
A complete list of race schedules, clubs, and schools can be found in Roadracing World magazine and its associated website: www.roadracingworld.com
I used the Bandit 1200 brake lights so I could convert the stock brake lights into turn signals for a very clean light look. I bought the bike new in 94 and put the exhaust on it that year as well as the filter and jet kit.
This bike had more midrange power than any bike I had yet ridden. In 99 I added the big bore kit, cams, head work, and carbs for huge power gains.
Now estimated at up to 140 bhp, this thing really rocks on faster race tracks! At Road America in spring of 99 it went past Yamaha R1s (even with pipes!) like they were 750s! On the front straight, we hit a calculated 168 mph!
The RF is one of the best kept secrets of the sportbike world: as fast as a GSXR 1100, with nearly the same weight as a 94 GSXR 750! Handling is greatly improved by sliding the triple clamps down the forks, thus eliminating the vague feel you can get from the rubber handlebar mounts.
In the up coming winter, I have more mods planned. 95 GSXR 750 invert forks (blue), TL1000S handle bars, and clutch master cylinder to improve handling even further (completely lose the rubber bar mounts) maybe a new micron exhaust system, and new wheels (PM or Dymag) for even more speed, and some EBC Pro Lite rotors for less weight and better braking.
contributed by Melissa Holland, SOC-USA Member, Virginia
If someone should ask about an offroad SV650 for 2000, well, here's a story of where stupidity and determination can take you.
I've been zipping around the back roads of northern Virginia this summer on my blue SV - my first street bike. There are some great rides out there if you have a detailed enough map and the patience to pick a route. But a small highway between Virginia and West Virginia, Route 33, caught my eye some time ago. It runs through the George Washington National Forest and over Middle Mountain. In DeLorme's Virginia Atlas & Gazeteer (subtitle: Detailed Maps of the Entire State--Back Roads--Outdoor Recreation) it looked enticingly twisty.
But of course it would be dreadfully unsatisfying to take the highway to get to this road. So I picked out what appeared to be a wickedly twisty little road through the GW Forest, FR 72. By mid Saturday morning I was running up and down Rt 612 looking for FR 72. No dice. There was a little sign on a dirt track that said "ATV Trail 6 m" approximately where FR 72 should be. Hmm. But now I didn't want to backtrack and there aren't many roads in these parts. So I headed up to Rt 818, which becomes FR 87. 818 was promising. Twisty, paved, no other traffic at all. Then it went to gravel. Gravel. I can handle gravel. No problem. Then the flat, packed gravel became deeply rutted, loose gravel. Then dirt. There were steep spots with large loose rocks and wet, slippery red clay (it had rained the night before). I probably went another quarter mile before it finally sank in. There was no road, only this unimproved track through the forest. I briefly considered going back. But there was literally no where to turn the bike around--one side of the trail was a sheer face, the other a drop-off of anywhere from 30 to 50 feet. And at times there were two deep tracks with as much as six inches of mud piled high between them. And I'd already gone up some hills that were so slick I despaired of trying to go back down them.
So I kept on. I was passed twice by pickup trucks going the other way. I just stopped in my track and let them pick their way around me. I nodded and smiled, thinking, "Yes, I have absolutely no business being out here on my street bike." The road twisted and climbed. I was in first gear most of the time, making 5 miles an hour, occasionally hitting 10. The track was so rutted and treacherous that I couldn't look more than five or ten feet ahead to pick my line. Time stopped. The trail became a Moebius strip of clay and rock and trees. Didn't I just come by here? I'm riding in circles. And won't this be an interesting rural legend--a lost SVer in the Shenandoah mountains; you can hear the plaintive wail of her V-twin engine late at night...
I shook off these and more morbid thoughts like, "Will they find the body when I slide off the side of the mountain?" when I came to a clearing on the apparent top of the trail. What a view. And what complete and marvelous isolation. No noise except the wind, birdsong, and crickets. I pulled over and took a short break. I checked the map. I was halfway there.
I pushed on. The downhill leg was much worse. I'd kept my feet on the pegs going uphill; now there were places where I gingerly duck-walked the bike at less than a walking pace. I started to get motion sick from the erratic jolting and the huge concentration on the shifting surface. My arms and shoulders ached from the strain; I had to keep reminding myself to be light on the bars. Then I saw the first creek. About six feet wide and three inches deep, covered with loose rounded rocks, not running too fast. I picked my line, put my front wheel on the edge, then plunged in and scrambled up the other bank. This was repeated twice more, the last one being a bit bigger, about six inches deep and ten feet wide. Thank God we're having a drought.
Every time the road went to gravel my hopes rose, only to be dashed by more clay and rock. There had been a couple of side trails; what if I'd left the main trail somehow? What if this was a deadend? I passed a parked pickup truck. There was a man with a chainsaw. I kept riding. (Actually it wasn't that dire. He had his son with him, but still...) But maybe it was a sign--the road seemed to be flatter and straighter.
Then I saw it. A home satellite dish. Civilization! And glory be, packed gravel. Ahead in the distance--a paved road! I pulled over and very gingerly put down the sidestand. How ironic would it be to drop the bike now? I climbed off. I took off my helmet and had a drink of water. A woman in a pickup truck passed by. She waved. I waved. I waited for the truck to disappear around the bend. Then I walked out onto the road and kissed the pavement. I kissed my bike. Then I lay on my back in the gravel and laughed and laughed at my own sheer cussed stupidity and stubborness. I took a close look at the undercarriage, the oil filter, the tires, the exhaust pipes.
Not a single scratch or leak that I could see, although the entire belly of the bike was caked in a half inch of mud. Now, where the hell was I? I got out the map and looked for a street sign. The paved road was completely unmarked. But there was a little wooden sign for the gravel road: Rough Run. They ain't kidding. I'd gone maybe 10 miles in a little under two hours.
Now this story is funny because it turned out well. Before some of you write in and tell me how not funny this was and just how stupid I actually am, let me beat you to it. I should've had the sense when I saw the ATV trail sign for FR 72 to pull out and get to 33 another way entirely. I should've had a cell phone or CB. I should've told someone what my planned route was. I should've had a medical kit. Lesson learned.
But if that was FR 87, then what the heck is that little dashed line labeled "Jeep Trail" like?
Oh, and Rt 33 was ok. But of the 350 miles I did Saturday, the ten on Rough Run on the side of Kretchie Mountain were the most memorable. Happy riding,
by Eric Hess, Rally and Safety Coordinator
The Motorcycle Safety Foundation (MSF) training class for beginning riders provides, among other things, an introduction to the mechanical properties of motorcycles. I gained my license to ride/pilot a motorcycle in one of these Beginner Rider courses over a decade ago. At that time, the MSF was using acronyms to help remind riders of things they should be doing before or during a ride. Before we had been in the class for 30 minutes, TCLOCK came up.
Do any of you know or remember what TCLOCK stood for? As I mentioned in my previous (and introductory) column, a perfunctory check of the motorcycle and its various systems before embarking on a ride is one of the things all riders should practice in the act of motorcycling. TCLOCK is the acronym that helps riders remember what to look at during this check over of the motorcycle. These checks are performed before the starter is keyed.
TCLOCK.
"T" is for tires (or tyres for our non-USA members). Nothing can be more unsettling than wallowing through turns or having your traction suddenly become nonexistent. Give the ti/yres a glance to see if there is sufficient tread for conditions and the sidewalls aren't bulging at the contact patch due to underinflation. Checking inflation with a gauge is best, but oft times one isn't handy or it's too much bother to locate. Any obvious problems are visible through quick observation, in either a walk-around inspection or from the saddle.
"C" has us ensuring that the Cables or Controls (Brakes, Clutch and Throttle) are functioning within normal specification. Give a squeeze or a twist for good measure. Trouble will make itself known quickly.
"L" calls for checking the Lights and signals on the motorcycle. "Les cagers" claim that they don't see us. If you're a shining star in traffic you have a much better chance of being noticed, as well as your intentions being known.
"O" I haven't seen a motorcycle yet that isn't dependent on OIL as it's primary lubrication agent. A quick sight through the window or at the dipstick makes sure that the engine isn't anemic.
"C" for the second time pertains to Chains. Since you're already in a position kneeling to check the oil, this shouldn't be an inconvenience. You should have something handy to avoid getting your fingers dirty. Visually inspect the links for any obvious signs of wear or corrosion. Also verify that there isn't too much or too little slack. You shaft-drive folks aren't exempt; give your "right as rain" power delivery system a glance to ensure that seals are intact. Puddles of lubricant are not our friends.
"K" is for Kickstand. One experience that you don't want to have is your sidestand down going into a left-hand turn of any kind. Many motorcycles have safety interlocks that will interrupt the ignition circuit if the sidestand is down and the transmission is not in neutral. The fact that the manufacturers are taking this step is an indicator of how serious an issue this is. Far too many accidents and fatalities can be attributed to this as well.
So there you have it. Tires, Controls, Lights, Oil, Chain and Kickstand.
Nothing like a little peace of mind before striking out on a new adventure...or wherever your ride will take you.
· VX Fall Ride: Details at home.att.net/~TomBalaban/midatl/
· Almost weekly "Vanilla Bean" meetings and rides, typically Sunday mornings at 11am, watch the Suzuki-l list for notices, there is no "schedule."
From Glen Farney, CN State Coordinator, GS650GLD, GS750ED, ICQ #9867478, AOL screen name "Farnster"
· May 7-9 Connecticut Superide 99. SOC-USA had a booth. Hope to do it again next year.
· Mid May, attended the VX800 Georgia Mountains Rally in Suches GA, at Two Wheels Only Campground and Resort.
· June, attended Americade 99, Lake George, NY. Would be great to get a group going up for that event next year.
· August 13-15 Green Mountains, Great Roads (and Wet Weather) Vermont Camping and riding trip. Attended by 9 riders from CT, MA, NY, PA, and NC. We had a GS650, a Bandit 1200, GS750, GSX1100G and four, count them, FOUR VX800's.
This column will bring you news from your state chapters as they get organized and begin to plan events. We currently have state coordinators for
Is your state listed here? If so, feel free to contact your state coordinator (named on page 2) to get involved with events in your state. If your state is not on this list, would you like to volunteer as state coordinator for your state? If so, write to the National Director in care of the ZooKeeper or send us email.
In this issue we hear from Doyne Bruner, who owns Apex Sports, Inc. in Colorado
Apex Sports, Inc. is a dealership located in Colorado Springs, CO. The company has been under the same ownership since 1960 and, in addition to the Suzuki franchise, has Honda, Kawasaki, Yamaha, Triumph and KTM. The business is located on a corner in an old grocery store with over 20,000 square feet and 40 employees.
Suzuki was acquired three years ago, when the local Suzuki dealer wanted to retire. It has been an enjoyable and profitable experience for us, as Suzuki has many good models available. We maintain a complete service department, as well as parts and sales. Apex has an in-house insurance department, with the agency dating to the middle 60's.
Most of our employees are motorcycle people and enjoy dealing with the products and customers that are in this industry. A couple of years ago we took a poll and found that we have a combined shop experience of over 600 years. I know that means we are old, but the knowledge and enthusiasm are good tools and resources for our customers.
Take a Look inside Apex Sports for a Good Deal - Ask for Doyne
I personally have been in the motorcycle industry since 1956 and enjoy riding and mixing with the customers as much as ever. I ride street and trail, including ATV's. I have been installing and riding sidecars since 1955 and currently do the trike installations at the store. We sell DFT independent suspension trike kits and California Trike kits.
Apex supports all the local motorcycle events and clubs with gift certificates for special occasions. We also provide ATVs for the Balloon Festival (crowd control and emergency equipment), the city fire department, Little Britches Rodeo, etc.
Suzuki Owners Club members are entitled to a discount on non-sale items here at Apex Sports; just present the membership card when shopping here.
Thank you for allowing me to contribute to your newsletter. I wish your club the best for the future, and I think it is time for a Suzuki owners group. Please let me know if there is any other way I might be of service.
Doyne E. Bruner, President
www.apexsportsinc.com
719 475-2437 800 748-1799 (FAX) 719 750-0543
Send us a photo of your bike rally, race, or event, then watch for it here.
Below are the happy couple and assorted wedding party members.
The Wedding Cake (OK, not your ordinary wedding
cake, but it was sooooooo good!)
Some happy campers at Badgerfest...
The motorcyclists have eaten all of the wedding cake. The
motorcyclists are happy!
SOC-USA members riding off a belly of wedding cake at Badgerfest.
The Two Daves Do Sturgis 99! SOC-USA Regalia Coordinator Dave Hubenette (Intruder 1500) and Dave McLellan (Intruder 1400) crash Sturgis. Both are members of the Christian Motorcyclists Association (CMA). Yes, they did trailer their Suzukis up there, but once they arrived, THEIR bikes ran!
Dave Hubenette strolls down bike row at Sturgis...
The club racer’s pit: bike apart, last-minute fabrications,
gotta love those zip ties. This pit belongs to the 1998 WERA
Production 600 Novice National Champ, Fred Farzanegan
(aka Fred Crashinagin). Fred’s running in the expert class
now. He is racing Honda 600s, but he says he needs a
TL1000R to be happy as an expert. (sure Fred)
Greg Albertyn (Albe)
won the 1999 AMA
National 250cc
Motocross Championship
for TEAM
SUZUKI. (read more
in Mitch Friedman’s
DP/Off-Road column)
The club racer’s heartbreak: Dave Meimann wads his
1996 GSXR 750. Yeah, he’s fine and that’s what counts.
But the racing rollercoaster can be a hard thing.
One second you’re on top of the world, racing one of
the greatest bikes ever made. The next second...it’s over,
to the tune of $2,000 in damage.
(read more about Dave in our feature interview)
Ads are free to members. Send us your ad and look for it here!
To become a member of SOC-USA for one year, complete this application, sign it at the bottom,
and attach your check for the computed amount made out to SOC-USA. Mail to:
SOC-USA Membership
4780 Amberwood Lane, Appleton, Wisconsin 54913
Please Indicate: New [ ] Renewal [ ] (If Renewal): Membership # ____________
Type: Individual ($20) [ ] Associate ($8) [ ] Family ($35) [ ]
Note: Associate members live within the same household as the Individual member. Any household with 3 or more persons applying for membership falls within the Family membership in lieu of Individual and Associate membership.
If Renewal, add any changes, then go to the bottom and supply signature.
Individual (please print): _________________________________________________________________________________
Associates(s): __________________________________________________________________________________________
________________________________________________________________________________
_____________________________________________________________________________
Address: _________________________________________________________________________________________
_________________________________________________________________________________________
Email Address: _________________________________________________ Electronic ZooKeeper Delivery: [__]
We try to feature our new members and their motorcycles in the quarterly ZooKeeper newsletter. If you would like to be featured, please enclose a photo of yourself with your motorcycle(s) and a brief introduction.
Telephone: Home _______________________ Office _______________________
Affiliations and ID Numbers: __________________________________________
(e.g., AMA, MIG) ___________________________________________
Year, Model, and VIN of Suzuki Motorcycles Owned: ______________________________________________________
(optional) VINs will used by SOC-USA only to notify Suzuki dealers nationwide if you report to SOC-USA that your bike was stolen.
I understand that the Suzuki Owners Club - USA can not assume responsibility for any aspect of my safety and that if I participate in any Club event, I do so voluntarily on my own assessment of my ability, the routes, and all facilities and conditions, assuming all risk, and I release and hold the Suzuki Owners Club-USA, its members and officers, harmless for any injury or loss to my person or property which may result therefrom. I also certify that I am in compliance with my state's financial responsibility laws regarding the carriage of proper insurance.
Signature: ________________________________________________________ Date: _________________________