Friday 3 February 2017

Yamaha GTS1000 (1993) Top speed, Maximum power, Transmission type

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Boss Hoss V8

The Boss Hoss was about as streamlined as a garage door, but with almost six litres of VS muscle producing well over 300bhp, it did not need efficient aerodynamics to go fast. Such was the bike s sheer size that its Chevy VS powerplant, partially hidden behind a vast radiator, did not look out of place.

Boss Hoss was one of motorcycling’s most w. V1 outrageous machines, and one of its least likely success stories. Tennessee-based Monty Warne built his first bike around a Chevrolet V8 car engine in 1991. mainly for his own amusement. He had no idea that the bike would become popular with other riders; let alone that, ten years later, he would have a thriving business having sold more than 1000 of these crazy machines.

Big numbers were at the heart of the Boss Hoss’s appeal. An early Hoss’s typical capacity was 5735cc; its maximum power output no less than 345bhp. The bike’s dry weight was 10281b (466kg) and its wheelbase 76in (1930mm). both figures far exceeding those of Honda's GL1500 Gold Wing. Claimed top speed was ‘over 160mph’ (257km/h) - and few people argued with that.

The Hoss (called Boss Hog until Harley- Davidson’s trademark lawyers objected) was gigantic, with a big square radiator, frame tubes like scaffold poles and a square-section rear tyre that made the sidestand seem barely necessary. Several dials were lost in the expanse of the fuel tank, which managed to overhang the engine itself. Long kicked-out forks led to a front wheel that held twin brake discs.

Muscular monster

The motor was the ubiquitous small-block Chevy, produced by General Motors since the 1950s. This was horsepower by the old-fashioned American route: nearly six litres of liquid-cooled, 90-degree V8 muscle. It was big, thirsty and crude, with monster low-rev torque to match its guttural growl and gas-gulping greed.

For four-wheeled use the motor came with automatic or manual gearbox but the Hoss, weighing far less than any car for all its bulk, had no such luxury. The Chevy produced more power at lOOOrpm than most bikes did at full throttle. So there was just one gear, ‘fast forward'. The V8's single-plate clutch led to a custom-made angle drive that took motion to a sprocket on the left.

With so much torque, the Hoss rider could simply let the clutch lever right out almost immediately, and accelerate away on the throttle. At 60mph (97km/h). when it was turning at just 2500rpm, the V8 cruised with a smooth, relaxed feel, and answered a crack of the throttle with fearsome acceleration that made Warne's top speed claim totally believable.

Although crude, the heavy-duty chassis was strong enough to cope. Corners were not a Boss Hoss forte though, due mainly to the square-section rear tyre that preferred going straight to lifting onto its edge for a bend. The big bike didn't stop as hard as it accelerated, but it pulled up tolerably well when required.

Fast riding on the Boss Hoss was distinctly scary at times, but this bike w'as fun even if its rider used only a fraction of the V8’s awesome potential. The attraction of the Boss Hoss was that it was one seriously excessive piece of machinery.

Motorcycles simply didn't come bigger or more powerful than this.

Ladies' Bike - the Hoss V6

The success of the V8 allowed Warne to introduce numerous modifications over the years, and in 1998 to add a second model: the Boss Hoss V6. Powered by a 4.3 litre Chevy motor, this 200bhp brute was laughingly referred to by Warne as his 'ladies' model'. Like the latest V8, it incorporated improvements including custom-designed front suspension, new brakes and tyres, plus an automatic transmission system. The $25,000 V6 was slightly smaller, lighter and less powerful than the V8 - which made it the second largest, second heaviest and second most powerful production bike in the world.

Specification Boss Hoss V8 (1993)