When Steve heard that Paul Feeney, the then importer of MV Agusta in Australia, was selling the V593 that John Kocinski won the US Grand Prix at Laguna Seca in 1993 and the Australian GP on in 1994, Steve just had to have it. Naturally, when Steve offered me a ride I didn’t hesitate in saying yes, I could not get on a plane quick enough. I think this is the first time I’ve felt true fear from a motorcycle.

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The bike is invaluable and has a lot of important history. Cagiva entered Grand Prix racing in 1990 and had to battle against the ultra rich Japanese manufacturers that had seemingly unlimited budgets in days when expenses and rider salaries were peaking. Still the small factory with the big heart pushed on and eventually, against the odds, rose to the winner’s podium. Some believe that the odds of them winning a world title was more than likely, had finances not restricted the forward progression.

Eddie Lawson gave Cagiva their debut victory on a drying track in the 1991 Hungarian Grand Prix. Lawson left Cagiva before he retired from racing but other stars were drawn to the passionate Italian team with Randy Mamola, Mat Mladin, Doug Chandler also riding the bike at one stage their careers.

But it was the determined and highly talented John Kocinski that gave Cagiva the most champaign, winning at Laguna Seca in what was to be the final grand prix in the USA for 12 long years. After completing the season on the updated V594 John finished the 1994 championship in third position but sadly that was the end of the line and Cagiva went broke.

The Ride
I’m pacing around nervously as the bike gets warmed up by the legendary Dick Smart, it is a nerve wrecking time as it is probably the most expensive bike I may ever get to ride. Daryl Beattie obviously picked up on my panicked pacing. “Just stay relaxed and ride it normally. It’ll just feel like a superbike, only faster and lighter. Watch those carbon brakes until they’re up to temp,” Daryl Beattie, along for a ride, reassures me in that weird way a surgeon reassures you before cutting your chest open with a hacksaw, “Keep an eye on the temperature too and watch the powervalves, they seem to be jamming up a little at 9500rpm”…

The next minute I’m being pushed down pit lane by ex Mick Doohan GP mechanic, Australian Dick Smart, just like the professional riding you see on the TV. I let the clutch out and the V4 fires into life. The racer comes out in me almost straight away. I’ve already got my knee down by turn two.

The first run down the back straight of Queensland Raceway I short shift and load the bike up, holding the throttle open in third gear to clear it and after a few coughs the digital tachometer suddenly screams past 9500rpm. I can feel my shoulder joints pulling apart as I shift at 12500rpm before grabbing the brakes for turn three, they felt just like normal brakes in that moment due to them still being cold.

Out of turn three I feed the throttle on slowly to lean the engine out a little and get through that rough patch at 9000rpm. Again, the engine clears its throat and I’m struggling to hold on, let alone keep the front wheel down. All I can feel is wheel-spin then the front wheel lifting up, this thing hammers. I’ve never felt acceleration like it, not even on a turbo or a World Superbike or drag bike.

I’m cautious through the two left-handers on my first time around but I feed it on a little on the short straight before turn six, just to get a feel for the power delivery. Onto the chute for the first time the engine coughs again but once it clears, the bike explodes in a surge of acceleration and shifting through the ‘box via the electronic reverse-pattern quick-shifter delivers a feeling like no other. Nothing feels like this – no four-stroke could be this exciting.

I feel like the Cagiva GP500 has knocked 20 years off my age, I’m 20 and fearless again. I squeeze the Brembo front brake lever at the end of the straight. One finger is all it takes but I have this picture in my head of the rotors suddenly getting up to temperature and locking the wheel before I can modulate the pressure. But soon I’m trail-braking into corners and I’ve got the hang of feeding the power on progressively out of the turns. I can’t believe how much concentration this bike is sapping from me.

The Dunlop tyres are up to temperature now and with more confidence in them, I’m pushing the Cagiva further and further on its side every lap. But I’m more than aware that I need to stand the bike up as much as possible before opening the throttle. Make no mistake, this ain’t no proddie or 600. Wind it on mid-corner on this thing and I’m going to be flying pretty high.

The chassis is ultra-stiff and the bike is so light. You’d really have to have an intimate relationship with the machine and a lot of laps under your belt to decipher confidence-inspiring feedback from it. Once you knew the bike, though, it’d be a brilliant talker. In my short session I was just relying on my past experience with slick tyres and knowing how far to push them at my very moderate pace.

The rear Ohlins GP-spec shock is predictably stiff and, to be honest, probably in need of a service after sitting around for so long, especially with my weight on it. The front suspension action is firm but nowhere near what I’d imagined. In fact the machine is riding the nasty bumps at Queensland Raceway quite well, with the exception of getting air over the bumps at the end of the main straight.

The session is coming to an end and my dream is almost over, just as I start to get smooth and comfortable, I put in what I feel are a few half decent laps about as quick as I could go on a stock 1000cc roadbike.

Not surprisingly the V593 feels better the faster I go and on the last lap I do just what Daryl said. I ride it like I’d ride a normal bike running into the turns fast, standing it up and winding it on harder and taking it right through to 13000rpm, 1000rpm short of redline. On the last lap I feel like I’m detached from the world. Like I used to feel when I was on a hot lap and in my ‘groove’ in my racing days.

No bike has made me feel like that since I stopped racing and I don’t think anything else ever will. I think I’m in love. I ride back into the pits and hop off the bike feeling eerily calm and sedate. The 1993 Cagiva GP500 represented the pinnacle of the Italian firm’s 500cc Grand Prix competitiveness. It was passion and drive that got them there, however, a World Title was not meant to be as they ran out of money soon after during the following season on the V594 version, the last of the GP500.

World Champion John Kocinski Talks 

Sitting down with the legendary John Kocinski, I got to learn more about the bike that had a short lived life in GP racing but a long lived legacy. John spoke about the team’s passion and excitement that surpassed the want to make money out of the sport, which is what motor racing should be about.

JW – It has been said that this was the bike that turned Cagiva from also-rans to almost wins and if you didn’t take the ride Cagiva would have pulled the pin. What is your take on that?

John Kocinski – Yes, it is probably true but a lot of my greatest memories have been when I rode for Cagiva. It was a company of great passion.

JW – When you think back on the V593 and V594 and the results, particularly the wins you achieved on the bike how do you feel?

John Kocinski – It is one of my greatest accomplishments to win on a machine that no one else other than Eddie Lawson has won on. It was heartbreaking when Cagiva could not continue in 1995 because we were so close to having a machine that could win a World Championship.

JW – How much of the work, in development terms, was done when you arrived at the team?

John Kocinski – Obviously, there had been work done, but it was far from complete.

JW – What were the strengths and weaknesses of the V593 and V594?

John Kocinski – The strengths were the agility and steering. The weakness was the power band.

JW – Was this motorcycle capable of winning the title?

John Kocinski – Yes, most definitely.

JW – Were you keen to stay on for 1995 if the team had survived?

John Kocinski – Absolutely. I loved the team, the engineers, I had great mechanics. It was just a matter of making some small improvements to the power delivery and handling.

JW – Daryl Beattie said that overall he rates the bike well and that both yourself and Eddie Lawson proved that it is a reasonable motorcycle. But were you guys over-riding to compensate for lack of performance or was the bike really that good?

John Kocinski –  No matter what machine you ride there are always issues. But definitely in 1994, the machine was the best it had ever been. I think the results say the same.

JW – What did it for you with 500s – the challenge, the acceleration, the adrenaline or the fear?

John Kocinski – That’s exactly what does it, I think, for everyone. The challenge, the acceleration, the adrenaline and fear.

JW – Give us one word that sums up the Cagiva.

John Kocinski – Passion.

500c Legend, Daryl Beattie Chat

Catching up with ex 500 GP racer, Daryl Beattie, after his laps on the Cagiva, it’s safe to say that he’s hooked again despite not riding a 500 GP bike since he retired back in 1997. There were some similarities between the motors on the Cagiva and his old Yamaha but the frame was a new experience for Daryl. “That’s the most fun I’ve had since I retired in 1997,” declared Beattie as he tried to wipe the smile off his face after leaving blackies all over Queensland Raceway on the V593 Cagiva GP500.

“That’s the most laps I’ve done on a track for years. I’ve only done those commentating laps at Australian Grand Prix but as soon as I left pit lane all the memories of 500 GP came back. Nothing beats a 500.” Admitted Daryl, “I felt good on the bike and it all started to come back to me.

“I remember this bike well and always wondered what it would be like to ride. It feels similar engine-wise to the Yamaha I rode in 1994 but it handles better. It’s really sweet and the carbon brakes are just awesome when you haven’t used them for a long time”.

Daryl says he always knew the Cagiva was a competitive machine in the right hands, “The King (Eddie Lawson) did a lot for Cagiva and Kocinski had some good results on the bike. There’s no doubt that it had more potential so it is a shame that this was the second last one.”

“It feels really good to ride a race bike again. You just can’t beat the way they steer, stop or accelerate. The thing just wants to wheelstand in every gear. Unreal…. I’ve gotten a taste for it again so I’ll have to talk Mick (Doohan) into coming out to some ride days with me”!

1993 Cagiva GP500 V593 Specifications 

POWER: 195hp@12600rpm
TORQUE: 75.5ft-lbs]@12000rpm
WET WEIGHT: 130kg
FUEL CAPACITY: 21 litres

ENGINE: Liquid-cooled, 80-degree V4, twin crank, two-stroke, 56 x 50.6mm bore x stroke, 498cc, two twin-choke 36mm electronic power-jet flat-slide Mikunis, crankcase reed-valve induction, pressurised airbox, titanium expansion chambers with carbon-fibre mufflers, electronically controlled cylindrical power valves – five transfer, three exhaust, electronic ignition with programmable advance curve linked to throttle opening, exhaust powervalve and carburettor power jet, NGK plugs, single plain piston ring pistons, needle roller small-end and roller big-end bearings, straight-cut gear to clutch from right-hand end of lower crank

GEARBOX & CLUTCH: six-speed cassette-style, ten possible ratios for first and fourth, seven for second and fifth, nine for third and sixth, drum selection, electronic quick-shift, dry multi-plate, seven friction and six steel plates, six springs

CHASSIS: Twin-spar aluminium with adjustable steering angle, carbon-fibre swingarm, Wheelbase: 1390mm, Rake: 23°± + 1 degree, Trail: 95mm\
SUSPENSION: Fully adjustable inverted carbon-fibre Ohlins forks, Ohlins fully adjustable shock
BRAKES: Twin 320mm carbon-carbon front rotors, Brembo four-piston monoblock calipers and Brembo radial master-cylinder, Brembo pads, single 190mm carbon-carbon rear rotor, Brembo twin-piston monoblock caliper, Brembo pads
WHEELS & TYRES: Ferrari hollow-section carbon-fibre wheels, 3.5 x 17in, 6.0 x 17in, Michelin slicks

PRICE: Over one million dollars

1993 Cagiva GP500 V593 Gallery

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Not only have I always been a fan of the Katana and all classic era Japanese fours, I’ve always admired the drag racing engineering brilliance and huge list of achievements Trevor Birrell and Dale Gilbert have collectively amassed over the past 30-years. Then of course, there’s the pure awe of watching Steve Martin reeling off insanely fast laps on this bike, like his 1:38.373 on the Saturday of the Classic. What a lap…

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The Trevor Birrell Racing/D&D Industries/QBE/Suzuki team came together when Trevor and Dale were looking for a new challenge from a life of drag racing. They all visited the Phillip Island Classic in 2009, along with friend the late Peter Kerr of Racebike Services. Dale and Trevor were introduced to Steve Martin via Peter, who was an original sponsor and mate of South Australian Steve.

12 months later Steve blew everyone away on a Katana built by the guys and things went from there, the team winning the Phillip Island Classic in 2010, 2013 and 2014 and BSFS 2012. Dale and Trevor brought in their long time drag racing supporters, Castrol and Serco, while Steve brought in Pirelli tyres and QBE Insurance to form their team along with other team sponsors Suzuki Australia, Bendix, Venhill, Light Alloy Engineering, Race Bike Services, MCR, Springwood Suzuki and Dunlop.

Steve’s #99 TBR Katana
The #99 is the most famous bike in classic racing and for good reason. When it arrived on the scene back in 2010 at the Phillip Island Classic, Steve smashed everyone taking pole position and four wins from four starts! Not bad for a bunch of drag racers with a gun rider!

Trevor Birrell is famous for his big four-stroke air-cooled engines, particularly Suzukis. He started drag racing in 1982 and earned Nine Australian Championships and 17 National Records between 1982 and 2011. Dale started drag racing in 1984 and soon started building bodywork and chassis for drag bikes and has won over 10 National Championships.

After the previously mentioned hook up at PI, the guys realised they had enough parts to have a go. Initially using a braced standard frame then moving to chrome-moly in 2011. The engine is based on the mighty GSX1100 and was built to a tight budget using TBR’s 30-years worth of spares and plenty of know-how from Trevor.

The barrels are bored and sleeved to take the 79mm JE custom order forged pistons, which are decompressed slightly. With a 66mm stroke the bike is 1296cc. There are two types of head used by Trevor, a big port head and a CNC ported head. Gilesey’s bike runs the CNC head as he likes the aggressive punch, while Steve uses the smaller port head but more aggressive cams, Steve prefers this type of power delivery than the more aggressive initial throttle opening of the other engine set-ups.

Valves are stainless steel and oversize and Trevor currently gets two race meetings before the head needs a service. Titanium valves and brass alloy seats are high on the priority list but at $150 a valve versus $30 a valve, budget prohibits this for now. Springs are APE and titanium retainers are used. The camshafts Steve runs are TBR units and quite aggressive, while Giles and Roberts run Yoshimura Stage III and cam timing is secret!

The #99 bike runs Pirellis and the rear tyre is not able to sit on the narrow 5.5in rim correctly, contributing to grip issues. The gentler mid range allows Steve to open the throttle earlier but the thing still spins up a lot once the tacho hits 6000rpm, as it is quite a peaky power delivery.

The standard crankcases are used, although EFE are slightly stronger internally than GSX/Katana cases, they are identical externally. The team have a few sets of EFE cases but Steve’s bike runs Katana cases.

The crankshaft is GSX1000S, a special edition Katana built for endurance racing homologation, such as the Castrol 6 Hour. The cranks were stronger and had bigger conrods and are still available as an OEM part. Trevor uses these after welding and balancing. He also bronze bushes the small ends as they get extremely hot and gudgeon pins turn orange so need to be replaced regularly!

The gearbox is standard GSX with heavily undercut gear dogs and a modified detent mechanism, however, the biggest upgrade is the GSX-R1000K6 slipper clutch and Light Alloy Engineering clutch cover. Some challenges have arisen with the gearbox autoshifting when the clutch releases into turns, as it was not designed to be unloaded, but Trevor is working on an improved detent setup between races.

The exhaust system is a sexy Yoshimura period replica titanium four-into-one and fuelling is via Keihin 35mm smoothbore carburettors. The team have extensively tested with 37mm and even 39mm but the 35mm items offer the most controllable power.

Ignition is by MSD MC-4 using a single ignition curve. The MSD ignition has a huge range of capabilities and in future could be used to help some traction problems, with programmable gear specific ignition curves on hand, multiple switchable maps and rev limits the MSD system could help Steve with tyre life and traction via switchable maps, particularly towards the end of a race. It’s a great system used a lot in drag racing.

Spark plugs are NGK J10A items. The engine is wet sump, runs Castrol 10w40 oil and a Lockheed oil cooler and fuel is Avgas. Starting is via remote external starter. A trick addition are quick-release engine mounts, another trick from the drag racing world.

The chassis is a work of art. Dale Gilbert is a renowned drag racing chassis engineer and applied his skills to this road racer. After building a jig off a stock Katana frame, Dale built the chrome-moly frames by hand, heavily bracing them. The three frames are all different spec as per rider’s choice; with the #24 frame an original steel item to mute the critics out there and prove the team can be competitive on a stock frame.

Once the frame is fabricated, it is measured and aligned at Motorcycle Crash Repairs in Victoria using a Scheibner digital measuring system and aligned on a Globaljig frame straightener. The frames are not painted, saving weight and making repairs easy at the track. The swingarm was originally a $50 unit from an RF900 but rules changed and a hand made braced swingarm had to be fabricated. This was done by Light Alloy Engineering and is a work of art.

The wheels are GSX-R1000 front and GSF650 rear, with Manta rotors and AP Lockheed calipers fed by Venhill lines and squeezing very trick Bendix Carbon-Matrix pads. Shocks are Ohlins and the forks are CBR600F2 with Ohlins internals. Racebike Services Tony Hamilton tunes suspension.

All billet parts including the triple-clamps are made by Dale on his CNC mill. The dash is a single centrally-mounted Auto Meter Phantom tacho with an oil warning light, a tether on the left bar is also fitted and a kill switch on the right. Grips are Renthal and the throttle is from a KX250 Kawasaki, while the ‘bars themselves are chrome-moly aftermarket items.

The bodywork is stunning and also hand made by Dale Gilbert. From a distance you swear it has the original grey pillion seat on it. Amazing job…

On Board the #99 TBR Katana
The first thing I noticed about the #99 katana was the rolled back feel – a lower ride-height than the other bikes. The front felt taller and I felt like I was really sitting in the bike rather than on it, more like an original Katana. The ‘bars are widely spaced and under the triple-clamp but still feel tall by modern standards. Grips are ultra-thin, which I found really hard to hold and have a relaxed grip on.

“A big wide air-cooled motor protruding out either side under a narrow, long fuel tank mounted to a narrow frame really gives me the impression I’m about to ride a big motor with handlebars and wheels bolted to it!”

The footpegs are close to the seat and being an old girl there is a nice long reach to the ‘bars, which helps to duck behind the tiny fairing. Overall it’s a good fighting position. The 1980s superbike feel is something else. A big wide air-cooled motor protruding out either side under a narrow, long fuel tank mounted to a narrow frame really gives me the impression I’m about to ride a big motor with handlebars and wheels bolted to it!

The siren goes off and the guys get the remote starter out and fire the beast into life. The servo pie and large strawberry Moove I had for breakfast, well, hangover cure, is churning in my stomach. For some reason I thought a Berocca to wash it all down would help but it ain’t helping now. Damn I shouldn’t have opened that second bottle of red last night. Worse – I’ve got my brand new Ricondi custom suit on for the first time and I was a full 8kg lighter when I was measured for it! Time to lose my reputation as the fastest A Grader in Australia with a triple-chin, I reckon!

Well if anything is going to snap me into life it’s a bloody big-engined Katana so I roll out pit lane onto the track. The Pirellis are straight off the warmers and time is limited so I don’t muck around, knee is on the deck in turn one. I fire out of one to two and can’t believe the power of this thing – really, it’s amazing up top, or at least feels that way with the delivery.

As soon as I change direction for turn two I feel the chassis difference on Steve’s bike. The steering is quick, ultra quick in initial turn, but a bit of muscle is required to get the bike over on its side for the run through the apex. I’m struggling and running wide. I feel like I can’t lean the bike fully over. I push on for a lap and figure it out then try and have a bit of fun. First run onto the chute I notice the Pirelli really sliding around as the bike weaves and bucks wide open in fourth gear (it also pulls fifth there no worries!).

I grab fifth 100m or so before the start line and do my best to tuck my lard in behind the screen and fairing. This bike is wickedly fast but does not feel quite as fast as the other two at the end of the straight. I still absolutely blast past a BMW S 1000 RR and two Fireblades! Hahah. Suckers!

Sitting up and peeling into T1 on the brakes I almost oversteer, then pull the bike on its side through the turn. It’s hard work and I take my hat off to Steve. He must be a fit old bastard! Opening the gas the initial drive of the big port motors is not there but once the engine is revving higher the acceleration from T1 to T2 is amazing. Hard on the brakes helps me get the bike on its side for the double-apex through Southern loop.

There is some sidewall pumping from the rear tyre out of Southern Loop and then the run to Stoner Corner and the corner itself is a blur. It is literally a blink form T2 to T3. I’m in fourth through Stoner corner, pinned to the stop on the exit and it’s superbike fast. As I approach Honda I think about the escape road then decide to give the brakes a good squeeze. I’m amazed at how good they are and the familiar feel of the Carbon-Matrix pads is there immediately. They need heat and they cool by Honda so the first bit of initial braking is not there then they get hot and bang you have brakes for the lap until they cool again on the chute…

I pull it up for Honda. Again, initial steering moment is super quick but then I find it hard to complete the turn and keep it on its side nice and tight. The power delivery off Honda causes wheelspin. I also notice I’m carrying a full 1000rpm less than on the other bikes as I can easily hold second gear for Siberia while on the others I felt I needed to grab third briefly. I’m told Gilesy just revs it to 10,500rpm in second there!

“Holy crap! Even the seagulls don’t scare me as I’ve got a massive air-cooled engine to take them out with!”

Through Siberia the #99 machine is good once in the turn and fires off the corner like a missile. This is where these bikes feel really fast, from Siberia to Lukey Heights. Holy crap! Even the seagulls don’t scare me as I’ve got a massive air-cooled engine to take them out with! Lukey Heights arrives quickly and I crack the throttle to get balance and a bit of drive, but I get wheelspin. Amazing.

Braking into MG is easy, the powerful brakes and firm front end and lower rear ride height mean Steve’s bike is stable here. The gearbox is super heavy in shift and the throttle is also heavy, so I feel a bit clumsy here, in and out of the corner where you short-shift to third. Driving through T10 takes a bit of finesse as the Pirelli wants to light up, then it’s 9500rpm in third before grabbing fifth for the ride of your life through the final corner, the big Kat wheel spinning and wheel standing onto the chute like the angry beast it is.

I did another few laps and that was enough for me. My arms usually don’t get that sore and I can ride a superbike all day long as I’m just relaxed on a bike but, my hands were cramping and every muscle in my upper body strained. It was either the Katana or the pie but I’m blaming the Katana. At the end of the test I could not get the grin off my face. Hats off to the team who have proven that drag racers can go road racing with great success.

The Three TBR Katanas
I also managed to test the #19 bike of the legendary Shawn Giles as well as the #24 steel framed bike of Brendan Roberts on the days, which will both get full features soon. All three bikes were very different and it is amazing how they achieve the same lap time in such different ways.

Shawn’s #19 bike was on rails, tall in the back, low in the front with soft forks and smooth, linear power delivery from low rpm to the peak. It was easy steering and not tiring to ride.

Brendan Robert’s #24 bike, which has the steel original heavily braced frame, was the fastest straight-line bike of the trio with monster mid range and top end power, smooth delivery but not as smooth as the Giles engine, and a nice handling set-up but pretty flexy and with plenty of headshake.

Brendan’s bike had to be manhandled a fair bit more and had a firmer suspension set-up too. Steve’s bike was a wild animal, with the shortest chrome-moly frame here and the most aggressive engine, she sure was a loose unit that could do with some sitting in a dark room calming down! YeeHaa!

#99 Steve Martin TBR Suzuki Katana Specifications 

ENGINE: Trevor Birrell Racing engine. 1982 GSX1100 Katana based engine, 79 x 66mm bore x stroke, 1296cc, 10:1 compression, GSX1100/Katana crankcases, Suzuki GSX barrels bored and resleeved to accept 79mm, Wiseco forged alloy pistons, Wiseco rings, GSX1000S polished and welded crankshaft, Suzuki main bearings, big end bearings and conrods, CNC ported cylinder-head, oversize valves (+3mm EX, +4mm IN), RD valve springs, modified valve seats, Yoshimura stage III cams, GSX-R1000K6 slipper clutch, standard plates and heavy-duty springs, modified shift drum, undercut gear dogs using standard five-speed gearbox, GS750 primary drive gears, 35mm Keihin smoothbore carburettors, titanium Yoshimura exhaust system, MSD-MC4 ignition unit, D&D Industries billet engine covers and remote starter access, Lockheed oil cooler.

CHASSIS & BODYWORK: Dale Gilbert D&D Industries chassis and bodywork, hand made chrome-moly tubing with additional bracing in steering head and swingarm pivot areas, 20mm shorter than standard Katana, standard Katana steering head size and rake angle. Frame is measured on a Scheibner measuring system and straightened on a Globaljig frame aligner at Motorcycle Crash Repairs. Light Alloy Engineering swingarm, Ohlins shocks, CBR600F2 forks with Ohlins internals, GSX-R1000 3.5 x 17in front wheel, GSF650 5.0 x 17 rear wheel, Pirelli slicks, Manta rotors (f), AP Lockheed dual-piston calipers, stainless rotor, Suzuki caliper (r), GPX-Pro GPS lap timer and data loggers (testing only), D&D Industries fibreglass bodywork, D&D Industries CNC billet triple-clamps, billet rearsets, all CNC billet parts made by D&D Industries, aftermarket chrome-moly handlebars.

PERFORMANCE:185-horsepower, 140ft-lbs torque, top speed Phillip Island 260km/h, best lap 2014 Phillip Island Classic 1:38.373.

#99 Steve Martin TBR Suzuki Katana Gallery

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Almost 35-years later the YB5 numbers don’t even count but the legend of the bike remains and with only 208 units originally made, is as rare as it gets…

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So rare, in fact, it took Australia’s T-Rex Racing’s Rex Wolfenden (International Island Classic Team Captain), an eternity to find himself an immaculate low mileage example. But he did it. He got hold of one and landed it on the bench in his immaculate Melbourne, Australia, workshop that is famous Down Under for building championship winning motorcycles, particularly specialising in Honda 750 Fours of the classic Forgotten Era class.

The Barry Sheene Festival Of Speed here features many of Rex’s bikes, which usually win a few classes including the Barry Sheene trophy with rider Chas Hern taking the weekend on this very bike. So Rex got his hands on the immaculate and rare YB5 and, as you do, stripped it immediately and began the process of turning into what we think is the only YB5 racebike in the entire world. If there is another, we can’t find it!

Rex first of all removed the standard FJ1200 engine and built it to his specification, which is already tested and proven with an FJ1200 racer that is very successful over here, which you may have read about in Classic Racer.

The engine was bored 1mm oversize and JE forged pistons fitted to Carrillo conrods, which swing off a lightened and balanced crankshaft on oversized main bearings. The cylinder-head was reshaped and ported by Rex, who also installed oversized IN and EX valves and the appropriate springs and retainers. Rex had some camshafts made to his specification as well. The original five-speed gearbox was undercut and a slipper clutch was fitted to the bike post my test.

Feeding the FJ engine are four Keihin 37mm CR carburettors. Mixture is fired by a Dyna 2000 ignition system and gasses exit via a stunning Over Racing Titanium four-into-one exhaust system and T-Rex alloy muffler. The sound is out of this world… at both ends! With a comfortable 150-horsepower the chassis now needed setting up. Rex braced the spindly chro-mo swingarm heavily but aside from that the amazing YB5 frame is standard.

Kayaba 43mm units with T-Rex valving and 1kg springs, slotted back into the original YB5 triple-clamps, replaced the Marzocchi forks. At the back end a custom made to order Ohlins shock was fitted via T-Rex linkages. Wheels at both ends are cast alloy ZX12 items, while the old Brembo brakes were given the flick in exchange for more modern four-piston Brembo calipers. These squeeze SBS race compound brake pads onto semi-floating stainless steel NG rotors via Venhill brake lines – at both ends of the bike.

The original fairing was cut up (ouch!) and molds were taken off it to make a set of race fairings. These are wafer thin and ultra lightweight. The single seat unit is a work of art and the way Rex has retained the profile of the original fuel cell cover is a nice touch. The steel fuel tank was replaced by an aluminium item made by Rex’s equally as talented brother and ex long term Honda Factory Superbike Team Manager Clyde Wolfenden, at C&C Motorcycle Engineering. Clyde also knocked up the rearsets, ‘bars and other billet bits and pieces. His work is stunning.

The bike debuted at the 2016 Phillip Island World Superbike round, where Rex slotted it up the back of his garage and quietly entered it in the support races. His hope of anonymity was short lived as soon the bike was the talk of the paddock and there were swarms of people looking at it.

A few months later after some more development the bike was raced in anger at the 2016 Barry Sheene Festival Of Speed. Originally pencilled in as a back up bike for rider Chas Hern, who planned on running Rex’s Harris Honda, Chas soon found he was faster on the Bimota so chose that and won the weekend convincingly. No mean feat. The lap times were only seven seconds off domestic factory superbike record times…

THE RIDE 

Having ridden Rex’s Harris Honda, I knew the bike would be good. Plus, with such an exclusive and irreplaceable bike, I was not too nervous about the test and damaging the machine as, like the Harris Honda, I could tell by watching it in action that I was going to feel comfortable on the bike within three or four corners. And I was right.

Hopping on, the bike feels narrower than it looks, although it is still wide. The recess in the fuel tank cell cover is immediately annoying. The ‘pegs are high and wide and feel good, the ‘bars really wide but with a good angle and draw. The screen is enormous – when you are used to the miniscule screens these days.

“Rex has an ability to make a bike behave in a way that makes the rider confident and comfortable. It’s a knack that takes most of the hard work out of going fast before even sitting on the bike.”

With the bike fired up on the roller (starter motor removed) I select first via the reverse shift lever and head out of pit lane. The engine idles high as at this stage there is no slipper clutch fitted. The exhaust note is deep and angry.

The bike is actually a little intimidating to be honest! However, I roll out onto the circuit and as expected within four corners my knee is on the ground and I feel like I have ridden this bike many, many times. I’m at home.

Check out Jeffs on-board footage!

Before I can fully explore the glorious torque of the T-Rex FJ engine I start to get a feel for the chassis dynamics and immediately feel there is a problem at the back with the tyre. The rear feels like it is sitting low and there is a hesitation on initial turn-in, caused by the rear tyre shape. It is also spinning up in a big way off turns.

I stay out for the session to get photographs for the test and try to use the time to test the brakes, suspension and that stunning engine.On return Rex agrees that the tyre is probably not right and swaps it for a new slick. The profile lifts the bike and transforms it to heaven on two wheels. It’s a little taller at the back but the tyre is also more triangulated.

Stability on the brakes is impressive aside from some rear chatter caused by engine braking, remember my test is pre slipper clutch. The brake package is fantastic and I’m surprised how good the Nissin mater-cylinder works, with good initial bite, feel and modulation at the lever right on lock-up point through the braking process.

Braking hard on turn-in is the best way to get the ultra stable set-up into the turn quickly, along with a heap of muscle. But once that initial turn and commitment is made, the YB5 falls very gracefully on its side with absolute surprise-free progression. If I could get forward more it’d help but I would not sacrifice that original tank profile myself.

It thrives on old school fast lines, which suits me fine. Cracking the quick-action throttle is just a real pleasure as the perfectly set-up Keihin CRs gently feed on, the cams coming in nicely, plenty of compression and all that together bringing the big 1200 to life. Just before the apex, I could wind it on hard and have it at full throttle exiting the turn. The Pirelli hooking up and driving the YB5 forward. It was like being fired out of a canon!

The front wheel paws for the sky in this situation and as I tuck in and grab another gear on the slick shifting ‘box I can’t help but smile. It reminds me of watching the on board footage of early era superbike races. I just love these bikes so much. They have true character.

The power and torque is proper old school no electronics grow a beard and some big balls type of power that is gone these days in most bikes. It is serious fun. Clicking through the gears at full throttle, with a sharp pop to the next gear after a roll off of the throttle, I’m amazed at just how quickly the bike accelerates. It would eat any modern Japanese 1000 for lunch, sucking it up in the intake and spitting it out the exhaust pipe.

The riding experience of the T-Rex Racing YB5 was a memorable one and a true pleasure. I would not change it much at all, if anything, a tiny bit more raceable in the steering but that might take away the rock solid stability. Rex is already working on this with Chas and they are on the money.

I would rate this bike as one of the best handling motorcycles I have ridden in my career and it is not that much younger than I am! If only Rex was mass-producing these amazing motorcycles – I’m sure there’d be 40-something year-old riders whipping credit cards out all over the world… Stunning.

T-Rex Racing Bimota YB5 Specifications 

ENGINE: 1988 Yamaha FJ1200 engine, standard 63.8mm stroke, 1mm over 78mm bore, 11:1 compression up from 9:1, polished and modified standard crankcases, lightened and balanced crankshaft, Carrillo conrods, JE forged pistons, T-Rex Racing camshafts, T-Rex Racing cylinder-head porting and reshaping, oversized EX and IN valves, standard oil cooler and galleries, standard five-speed gearbox with gears undercut, slipper clutch, Dyna 2000 ignition system, Keihin 37mm CR carburettors, Over Racing Ti exhaust system, T-Rex Racing muffler.

CHASSIS & BODYWORK: 1988 Bimota YB5 double cradle chro-mo frame and swingarm with T-Rex swingarm bracing, 43mm KYB forks with T-Rex valving, 1kg springs, 7wt oil, Ohlins custom made shock, 11kg spring, Brembo four-piston calipers, NG semi-floating rotors, SBS brake pads, Venhill line, Nissan master-cylinder (f), Brembo caliper, NG rotor, Venhill line (r), Kawasaki ZX12 wheels 3.5 x 17in, 6.00 x 17in, Pirelli slicks, C&C Engineering levers, rearsets, handlebars, fairing brackets, alloy fuel tank, remade Bimota bodywork

PERFORMANCE: 150hp-plus at the wheel, 182kg dry

THE ORIGINAL
The Bimota YB5 was tagged as the fastest, maddest, most expensive hyperbike on the planet when it was rolled out in 1987. With 130-horsepower from the amazing FJ1200 engine the YB5 was what the Hayabusa is now, only with the flair and exclusivity that comes with a bike that is hand built and one from a run of only 208 units, 12 of which were sold as kits and assembled by the owners.

The original YB5 was very trick for the era; with a double closed chrome moly steel cradle frame running machined billet aircraft alloy sideplates. It ran high end Marzocchi 42mm forks, a single Marzocchi shock, 280mm Brembo rotors, Brembo calipers, braided stainless steel lines, weighed just 463lbs and had a genuine top speed of 250km/h thanks to the FJ powerplant that was lightly tuned but still featured 9.7:1 compression ratio, a five speed gearbox and 36mm Mikuni CV carburettors.

By 1988 the production run was over and lucky collectors had a true piece of history.

The YB5 was designed for a pillion and Bimota, when releasing the bike at the 1986 Cologne Show, stated it was a bike designed as a two-up sportster.

The wheelbase was very close to an era 750 but the steering geometry was closer to a 250 with 23.5 degrees of steering angle and 112mm trail. It also ran 18in lightweight wheels but they were wrapped in ultra low profile Michelins that gave an aspect ratio closer to a 17in wheel anyway.

The YB5 cost close to a year’s salary in 1987 at approx $11,000 USD and was much faster in acceleration than the GSX-R1100 and CBR1000. It could well have been the fastest production bike in the world back then.

T-Rex Racing Bimota YB5 Gallery

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