Limited Edition: Motorradtke-Yamaha SR 500 Soost_1

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Limited Edition: Motorradtke-Yamaha SR 500 Soost_1
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Limited Edition: Motorradtke-Yamaha SR 500 Soost_1

Conversion: Yamaha SR 500 Soost_1

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How did a successful race bike specialist with championship titles come to convert an old Yamaha single into a cafe racer? "Because it rocks", says Lars.


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Limited Edition: Motorradtke-Yamaha SR 500 Soost_1.

Back then, he stood in the pit lane of Hockenheim with tears. Damian Cudlin had just won the IDM title in the Supersport class, and technician Lars Sanger howled with happiness. With this championship title, the young fellow from Motorradkte in Gera had shown everyone what a savvy guy he is. With his 28 years Lars already has a name in the racing scene and every race bike that goes through his hands, from the chassis to the engine, is a picobello piste burner.

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Limited Edition: Motorradtke-Yamaha SR 500 Soost_1

Limited Edition: Motorradtke-Yamaha SR 500 Soost_1
Conversion: Yamaha SR 500 Soost_1

Yamaha SR 500 to the authorized workshop. Singer’s first thought: What am I supposed to do with the shit? “It wasn’t even running,” he says. One day of intensive work and Lars went on a test drive with the SR. “I never expected this thing to be so much fun … that was awesome.” Two days later, he and workshop owner Jorg Radtke bought one themselves.
It was supposed to be a stylish retro racer with maximum performance. 41 kilos were lost immediately. Now the SR model 48T weighs only 124 kilos. Before the frame got a new color, it was significantly redesigned in the lower part and at the rear. LSL stubs and pegs ensure not only an aggressive appearance, but also the right seating position – you can’t do without racing genes.

But what would a Lars bike be without an accurate, state-of-the-art chassis? This is how the Ohlins S36e Duo-Shocks came into play. As a result, the SR gained suspension travel and was significantly higher at the rear for a more aggressive Supersport geometry. At the front, Sanger completely redesigned the fork with linear springs, TIN coating for better response and granted it an extra 38 millimeters in length. Now the compression and rebound damping is suitable for sporty rides. An R1 donated the steering damper, so that the Yamaha does not torpedo the driving pleasure by hitting the handlebars. For the right traction and stability, but also the better power-to-weight ratio, the old swing arm was removed and a slightly longer aluminum swing arm was added. The intervention in the chassis not only made the wheelbase longer.
The trail is significantly shorter – the telescopic fork wandered a full four centimeters through the fork bridges. At 61.5 degrees, the steering head angle is smaller than on the original. The SR now turns jagged accordingly and still keeps the line clean.


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Daytona instrument and Harley lamp, the switches are integrated in the upper triple clamp.

But even the single is no longer bubbling with its standard meager 27 hp. The camshaft was machined accordingly and the compression increased to 11.4: 1. Inlet and outlet channels are optimized. The mixture is thanks to an open K&N air filter is sharper, the carburettor is of course sprayed differently and so that all the burnt can escape cleanly at the back, the Motorradtke team has built the right exhaust for it.

Above all, however, the tuners were interested in acceleration and torque. For this they were ready to sacrifice top-end power. Accordingly, the SR is now geared differently with a specially made aluminum chainring and sprocket. There was even a quickshifter.
Lars was neither technically nor visually satisfied with the patient’s disc brake. And so they organized the original dual drum brake with enormous effort. Now the spacer sleeves and the wheel axle had to be adjusted and spoked. “I like the controllability and the bite of the slotted brake shoes a lot better than the muddy braking behavior of outdated disc brakes,” says Lars. The rest is optics in the sense of the builder. Curious: Nelosch made the bench from the leather of two welding aprons and Axel Pfannenschmidt also made the cable sheathing from leather. It’s not just these details that prove how meticulous racing technology turns a shabby Yamaha SR 500 into a real feast for the eyes. Builder Lars Sanger raves about his work when it comes to performance. For him, thinking outside the box is of course not a betrayal of racing – it is rather an expansion of the horizon.

PS data


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The leather comes from welding aprons, the steering damper was donated by the Yamaha R1.

drive
Single-cylinder engine, 2 valves / cylinder, 28 kW (38 HP) at 6500 / min *, 49 Nm at 3500 / min, 499 cm3, bore / stroke: 87.0 / 84.0 mm, compression: 11.4: 1, constant pressure carburetor with accelerator pump, Ø 34 mm, mechanically operated multi-disc oil bath clutch, five-speed gearbox, chain, no cat
 

landing gear
Single-loop tubular steel frame, steering head angle: 61.5 degrees, caster: 97 mm, wheelbase: 1410 mm, telescopic fork, Ø fork inner tube: 35 mm, spring travel v./h. 90/50 mm
 

Wheels and brakes
Light alloy cast wheels, 4.00 x 18 / 4.00 x 18, tires: Metzeler ME 77, dual drum brake at the front, 220 mm single disc with single-piston floating caliper at the rear

Weight (full tank)
124 kg *, tank capacity: 5.5 liters super

Base price
19500 euros *

* Tuner information

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