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If
you're wondering if that nine-second ET is purely engine related, rest
assured it's not. The Holeshot swingarm modification allows the rear
axle 5.5 inches of lengthening adjustment for drag racing. Extending
the wheelbase helps keep the front end from reaching skyward during
track launches. The other part of the low ET equation is the very trick
Holeshot Powershifter 3. A touch on the bar-mounted pushbutton
activates a remote ignition cut-off module and solenoid that work
together to cable-pull the shift pedal, allowing for full-throttle
upshifts.
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Modern/retro
was the image Walker was striving for, in order to reflect his
personality and style. The naked look, high pipe and wide wheels,
coupled with the muscular black-and-chrome motif, highlight the old/new
theme. More important was improving the Bandit's overall handling and
performance. Race Tech tuned the forks, while Holeshot helped develop
the rear Works Performance 420 gas shock. Next came lightweight RC
Components' spun-aluminum wheels fitted with Bridgestone Battlax BT56SS
rubber. In the process, 35 pounds vanished from the 484-pound Bandit.
Braking chores were enhanced by Holeshot braided lines and Nissin
six-piston front calipers. All that massaging probably justified adding
the Holeshot rearsets and Superbike handlebar, which retain comfort
while adding a sportier feel.
Removing the stock fairing and airbox not
only shed weight, but also helped achieve the hot-rodded, vintage
Suzuki GS1000 look. Firing it up and whacking the throttle open a few
times causes one to suspect that this is not your father's GS. Your
hunch, of course, would be correct. A closer look at the bike reveals
its modern components and performance upgrades. The beefy engine growl
doesn't derive solely from the new Holeshot Vortex stepped-header
exhaust system, but from the entire engine package.
The B-12's displacement has been
increased to 1,216cc via the Holeshot piston kit. The piston domes were
designed by Walker to work in conjunction with his cylinder head
design, which bumps compression to 11.2:1 (up from 9.5:1). Combined
with the competition valve job, GSX-R intake cam, exhaust system and
stage II jet kit, the power and torque output of this engine is
significant, and easily repeatable by the do-it-yourself hot-rodder.
Most importantly the engine is reliable,
achieved by keeping the bore size and compression ratio relatively low
(these engines are capable of 1,497cc and 13:1 compression). Other than
the pistons, all other engine internals are stock Suzuki, as is the
valve train. Rideability comes from precisely jetting the stock CV
carbs. Walker explains, "I love these air/oil-cooled GSX-R style
engines. They're relatively easy to work on, reliable, and respond well
to good tuning. My head design isn't gigantic. It's the port shape,
size, and blending that work well with the compression ratio we run. I
keep it as mild as I can and squeeze out as much power as possible,
while retaining the best mid-range gain. When the head is right and the
exhaust pipe is right, high compression isn't necessary and you can
still run five degrees of ignition advance and 89-octane fuel."
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