Bakker Grizzly T

 

 

 

Make Model

Bakker Grizzly T

Engine

Suzuki GSX 1000, four cylinder, four stroke, DOHC, 4 valves per cylinder.

Capacity

988 cc / 60.3 cu in

Bore x Stroke

73 x 59 mm

Compression Ratio

12:1

Cooling System

Liquid cooled

Lubrication System

Wet sump

Exhaust

Standard 4-in-2-in-1

Induction

Fuel injection with double valves, 42 mm valve houses

Ignition

Digital, transistorised

Battery

12V

Starting

Electric

Max Power

118 kW / 164 hp @ 10800 rpm

Max Torque

110 Nm / 11.2 kgf-m / 81 lb-ft @ 8400 rpm

Clutch

Wet, multiplate

Transmission

6 Speed

Final Drive

Chain, O-ring

Frame

Bakker, chrome molybdenum tube frame

Rake

25°

Trail

98 mm / 3.9 in

Front Suspension

Suzuki (Öhlins optional), fully adjustable spring preload, compression and rebound damping

Rear Suspension

Bakker, aluminium double sided swingarm, mono-shock with progressive link system Suzuki suspension (Wilbers optional), fully adjustable spring preload, compression and rebound damping

Front Brakes

Suzuki (Brembo optional)

Rear Brakes

Suzuki (Brembo optional)

Wheels

Marvic, alloy, 5-spoke

Front Tyre

120/70-17

Rear Tyre

190/50-17

Wheelbase

1430 mm / 56.3 in

Seat Height

785 mm / 30.9 in

Dry Weight

170 kg / 375 lbs

Fuel Capacity 

Bakker aluminium tank, 22 L / 5.8 US gal

Top Speed

275 km/h / 171 mph

Review

Motorcycle News, Chris Newbigging

Powered by a Suzuki GSX-R1000 K7 engine making around 160bhp at the rear wheel, Bakker's new machine is fitted with a plush seat, low footpegs and a set of wide pulled-back bars. A headlight from an FZ6 is housed in Bakker's own hand-beaten aluminium cowl for added protection, and a pillion seat is also fitted.

Though the K7 GSX-R is remembered for having less midrange shove than the earlier bikes, it's still a flexible engine, so at pottering-around-town speed it's docile. The riding position is more akin to something like a Honda CB500, and it's a compact bike. It's shockingly light, too - fully fuelled it's lighter than a middleweight commuter, so it's incredibly manageable and nimble at low speed.

The riding position continues to give good control as you build up speed on open roads. The steering geometry is relaxed, so it doesn't steer as quickly as a sports bike - think Bandit 1200 without the hefty weight.

Bakker has set the seat height and footpeg position to suit his own 5ft 7in stature; I'm 6ft tall, so I would have appreciated another 30mm of seat height for a less knees-bent riding position. The footpegs are also a touch too far forward to feel natural - but the beauty of investing in something as bespoke as the Grizzly T is that there's always the option of ordering different specification parts to suit you.

The GSX-R's top-end grunt is still intact, so where a factory supernaked would start running out of power, the Grizzly T fires itself forward. Despite being lightweight and powerful, the low centre of gravity and easygoing chassis set-up means it's not a natural wheelie bike - it'll only lift the front if you encourage it, and it's not happy holding it up unless you reach an uncomfortably high balance point. If that's what you want, Bakker makes other bikes to suit wheelie fiends.

The GSX-R also donates a set of forks (set up to suit the Grizzly-T) and radial Tokico brakes, plus a WP shock at the back, so when reining in the motor to stop or turn, it retains its composure. The Marvic wheels help, the lower unsprung weight making itself felt when changing direction at high speed. Bakker's choice of Pirelli Supercorsa tyres won't last long, but on a dry day they give the honed chassis the grip it deserves.

It's refreshing to ride something that's outrageously powerful and entertaining to ride hard, but doesn't frustrate you when you back off. Dealing with congested Dutch roads was more relaxed than it would have been on a standard GSX-R - there's less pressure to send the tacho needle flying towards the redline.

This bike is Bakker's own bike, and keeps standard exhausts so it's subtle, too. The fuel tank holds a useful 22 litres.