Another one will come along. That's the main diff between Ebay and Trademe. Only 8 hours to go and no bids yet...I'm thinking he won't get it. That's Z1RTC money, and there were only 500 or so of those ever built. Even then, super low mile versions of those still pop up from time to time.
Hmm circa 58kw= 78 on chassis dyno say 70 at the rear. Always figured that was about what my 11 put out (via shafty rather than more efficient chain)
How far we've come. That's SV650 power.
Don't you look at my accountant.
He's the only one I've got.
That's 57.1kw max rwp which isn't that far behind the GSX11 measured at 65.5 rwp and they were 120hp at the crank. A back to back tug of war between a SV & the GS I know which one would submit in defeat.
The test is an interesting read though, they make plenty of comparisons to the other current jappers and continually do head to head against the Laverda Jota and it set a whole new standard for it's fellow countrymen to follow and did everything as well as the european stuff did for a fraction of the price.
That Red one in Welly could be legit but the paint job isn't that great for a refurb and it's easy to give an E a dulux overhaul to make it look like an S
Well that's an interesting thought experiment, if a whole bunch not real world. Let's consider that you'd keep abusing the clutch and raising the revs as the other person started to get the better. So the low down power would become a little irrelevant. The GS has weight on its side. . . but as this escalating power struggle continues, eventually one of you is going to lose traction.
Assuming the rope is high enough that you don't wheelie it if you sit back. Is it going to be the modern 160 rear tyre that wins the day, or the 120 ME99 that spins up first?
I might put money on the SV.
But I'd far rather take the GS home any day.
Don't you look at my accountant.
He's the only one I've got.
wait, whut?
so just under HALF of the engine output is lost in the clutch, gearbox, chain and wheel and interface with the dyno.?
Nope.
They might have been 120 at the brochure.
Just think about it: 1100cc air cooled, 4 valve heads, 10000 or so rpm before it goes bang. State of the art thirty years ago. Think about a BMW S10000RR motor with titanium rods and valves, 14000 rpm redline, watercooled blah de blah. The streetbike version puts out 180hp or so at the wheel: by your logic it should be 300 plus at the crank, which ain't happening.
http://www.motorcyclenews.com/news/f...rr-dyno-curve/
here is an interesting article on drivetrain loss
http://www.superstreetonline.com/how...in-power-loss/
I thought elections were decided by angry posts on social media. - F5 Dave
Just a theoretical comparison, though the GS would do it more consistently for longer
Though I have seen 1st hand a spectacularly fried GS1000e clutch pack fused together from a massive launch off the lights
mmm? read it again first...the specs from the test document is measuring the power in Kw and what I referred to crank power for the GSX was HP...pretty big difference
remember 1HP = .7457Kw and 1Kw = 1.34102Hp
So for the GSX's 120hp equals 89.484Kw.............65.5Kw = 87.83681Hp
And if my memory serves me right the GS was 98Hp so
98Hp = 73.0786Kw............57.1Kw = 76.572242Hp
I guess it comes down to desirability coupled with disposable income and rarity. I don't do SR500's much but I'd love a mint XT or TT500. If either one of those three was a zero hour bike like mine for sale I'd expect the asking price to reflect the chance of finding another. Which would be pretty much nil.
Don't want to pay the money ? See you later then, someone else, somewhere, will pay the money and buy it.
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