What transforms a production motorcycle into a world-class race machine? Aren't they more or less the same bikes we buy off the showroom floor?
SSB examines the ultra expensive parts and pieces that make racebikes nothing more than a fantasy ride for most of us.
AMA Superbike
The AMA Superbike series is in questionable territory since being bought by the DMG, and what we know as a typical AMA superbike might change significantly by the time the 2009 season kicks off.
With stricter rules than World Superbike, many believe that the AMA Superbike series allows privately backed teams a chance to compete, but history shows they generally become lapped traffic.
The price tag on a top level AMA superbike hovers somewhere in the $100,000 range, while a privateer's machine is just over half that.
The bikes must be street certified in the US and available through US retail dealers.
Ben Spies'
Suzuki GSX-R1000
Exhaust
After the REVISED GSX-R1000's introduction in 2007 several race teams hit the grid with dual exhausts-the same as the homologated streetbike. We weren't able to locate any protocol that requires this however. The exhaust guidelines as per the AMA rulebook are short and sweet and essentially permit a full exhaust replacement.
The maximum decibel allowance is 105 dB though, so we won't be seeing too many slash cut pipes.
Wheels
Wheels can be swapped entirely for aftermarket hoops, but carbon fiber and carbon fiber composite wheels aren't allowed.
Frame/swingarm
The main frame must remain as originally produced by the manufacturer for use on the homologated motorcycle, but strengthening supports can be added.
Oddly, polished frames aren't permitted. The swingarm can be entirely replaced, and on the highest level factory teams we sometimes see beefier 'arms (like this one).
Brakes
Though a main staple in MotoGP, carbon brake discs aren't permitted in the AMA. In fact, no parts containing carbon fiber, carbon composite or titanium materials for brake discs is permitted. A full Brembo package is the most common aftermarket upgrade for AMA superbikes.
Engine
If you've wondered why they don't slap turbos on these bikes for monster power gains it's because they aren't allowed any power adders. Also, killing the myth that superbike engines are big bores is the rule that displacement capacity must remain at the homologated size.
In fact, permittable tweaks on the motor are rather minimal, which makes the power that top tuners can find (within the rules) quite remarkable.
Head gaskets can be adjusted to compensate for altered compression ratios, and some mods are allowed to the cylinder head: port and polish, replacement valves and replacement cams.
On the bottom end little can be changed though. The crank can be balanced and the bearings polished-but that's about it. A piston kit is permitted only if it's an available consumer item.
Mild airbox mods are permitted, but it doesn't go much deeper than a filter and velocity stacks.
Lastly, the clutch can be entirely replaced, but a switch from wet to dry (and vice versa) isn't allowed.
Considering these seemingly mild tuning allowances it's astonishing that claims of over 200 horsepower are so common.
Forks
Essentially, the entire front end can be swapped out for aftermarket parts. The forks, triple trees and everything attached to them (clip-ons, brake and clutch masters) can be upgraded.