SR Archive: Hyper-Cycle Suzuki GSX-R1146 - UFO 1996

Carry Andrew builds a SuperTeams Sledgehammer for the street

This article was originally published in the October 1996 issue of Sport Rider.

Hyper-Cycle's Carry Andrew didn't waste time wondering which motorcycle to bolt together for UFO '96—his choice was obvious. You see, Carry crew chiefs for Cycle Motion Suzuki's AMA roadrace team, and his GSX-R1146 SuperTeams machine proudly wears the number one plate.

The package starts with a '95 Suzuki GSX-R1100, sprinkled with selected parts from '95 and '96 GSX-R750s to make it shorter, lighter and more nimble. Carry is extremely familiar with Suzuki part numbers, and he knows all the trick combinations.

Hyper-Cycle Suzuki GSX-R1146
Hyper-Cycle Suzuki GSX-R1146Sport Rider

Andrew won’t go into the specifics of his engine “optimizing”—sorry, proprie­tary information—but we can tell you that his motor hits hard enough and responds so immediately that it’s hard to believe there isn’t a supercharger hidden under the tank. Carry is the only contestant to campaign a 100-percent normally aspirated engine—no nitrous, no turbo, no supercharger, no tricks whatsoever, just pure engine-building expertise. When his blue-and-blaze-orange beast powered its way past the 195-mph mark, you can bet everyone respected his decision. Of course, Carry was a bit let down; he was hoping for 200.

Hyper-Cycle Suzuki GSX-R1146
No nitrous or turbo tricks here: Hyper-Cycle’s normally aspirated GSX-R1146 uses a host of Yoshimura internal parts in its engine, and serious horsepower comes through the careful matching of parts and assembly. Note the AirTech carbon-fiber pressurized airbox with its sideplates removed to show a set of 39mm Keihin CR carbs.Sport Rider

At the road course, it was the competi­tion who felt let down as the Hyper-Cycle Suzuki set a new lap record (1:49.90) on HPCC’s road course. Unfortu­nate­ly, due in part to Andrew’s busy race schedule, the Hyper-Cycle bike missed our street ride, failing to score in an event it was ideally suited for. Later that day at the dragstrip, the big Suzuki sprinted the 440-yard-dash in 9.90 seconds at 145.7 mph, using only its first three gears with its tall, short-wheelbase chassis not helping matters. Carry drained the oil afterward, grinning. “Well, that ought to break it in,” he said as he finished apply­ing sponsor stickers to the bike’s fresh paint.

Hyper-Cycle Suzuki GSX-R1146
Hyper-Cycle used a ’96 GSX-R750 fork because its legs are shorter and lighter than the stock 1100 unit. Lindemann Engineering changed the springs and revalved the fork after the upper tubes were anodized; a set of Kosman adjustable triple clamps hold it together. A Performance Machine wheel rides inside a Dunlop D364 radial, while PM six-piston calipers and 320mm rotors provide plenty of stopping power.Sport Rider

This year’s Hyper-Cycle entry tipped the scales at 410 pounds, about 35-pounds heavier than Carry’s SuperTeams bike, thanks to the added charging system, starter, lights and such, and the fiberglass tank and body­work versus carbon-fiber pieces. It also ran a slightly lower compression ratio of about 12.4:1 to make it pump-fuel-friendly and more long-lived. (Carry figures this engine would go about 10,000 miles between rebuilds under street conditions). Carry says that he sticks with normally aspirated engines rather than give in to the temptation of easy horsepower because he “like[s] bikes that perform strong all around, not just go fast in a straight line.” His legendary line of GSX-Rs—and his championship-winning Cycle Motion Suzuki and its UFO kid brother in particular—bear this out. When it came to accelerating, stopping and turning, Hyper-Cycle’s Suzuki set the standard.

Hyper-Cycle Suzuki GSX-R1146
Part of the Hyper-Cycle machine’s clean, distinctive look came from the black anodized frame, swingarm and miscellaneous parts. The ’95 GSX-R750 swingarm is lighter and about two inches shorter than the 1100 unit, and the Fox shock and SRS link brings the suspension up to race-ready status. The featherlight Yoshimura titanium exhaust utilizes a 4-into-1 section, which flows into a unique hexagonal collector.Sport Rider


  • Hyper-Cycle Stage III engine work; Stage III cylinder head porting; all clearances and tolerances optimized
  • Yoshimura 1146cc piston kit; Stage II cams and spring kit; titanium RS-3 exhaust system with tapered S-pipe
  • 39mm Keihin CR carbs
  • AirTech pressurized airbox
  • Falicon Heavy Supercrank
  • Carillo rods
  • Maxima synthetic oil
  • Elf race fuel
  • NGK spark plugs


  • Suzuki '96 GSX-R750 fork revalved by Lindemann Engineering; '95 GSX-R750 swingarm; '96 GSX-R750 front master cylinder
  • Performance Machine (RPM) wheels; six-piston calipers and 320mm rotors; PM/Goodridge stainless lines
  • WRM Engineering-lightened rear brake rotor
  • Fox Racing Shock and SRS link
  • Kosman triple clamps
  • Regina 520 chain and PBI sprockets
  • AirTech fiberglass bodywork and fuel tank, lights and mirrors
  • Yoshimura rearsets, tach bracket and temp gauge
  • Lockhart M Toby steering damper
  • Gerard Design graphics and paint
  • Zero Gravity windscreen
  • Dunlop D364 radials

  • Replacement cost: $39,657

Temp Gauge
High Low
Sledgehammer simplicity with equal effectiveness on the road course Didn’t make it to the test in time for our street ride
Never worried about being on boost, running out of nitrous or blowing it up Labor-intensive and costly to duplicate
Stunning paint and presentation Dragstrip ET would be drastically improved if the bike were lowered and lengthened
Hyper-Cycle Suzuki GSX-R1146
Test Track Lap Time 1:49.90
Quarter-mile Time (sec) 9.90
Quarter-mile Speed (mph) 145.7
Top Speed 195.228
Dry Weight 410 lbs

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