The spirit of Barry Sheene is strong with this one. Cor Geraets Suzuki TR750 custom build.

The spirit of Barry Sheene is strong with this one. Cor Geraets Suzuki TR750 custom build.

Where to begin…


My name is Cor Geraets from the Netherlands and I’m 55 years of age. I am not a business, I do this purely for fun.

I have been a petrol head car mechanic for over 20 years and now I work as a technical contractor.   

I am a fan of two strokes especially Suzuki models. I have built and race a Suzuki T500 and a Suzuki TR750 replica for fun and the sheer speed.

I built the TR750 shown in the pictures, but I built it without a dry clutch and the ignition on the left side of the engine.

The engine was quick, but the parts left a lot to be desired.

I came across a dry clutch and some more engine goodies, so I set about building my dream.    

I had a stock GT750 frame lying in the workshop, so I just started cutting it up to build a TR750 lowboy frame  

I took the headstock angle  from the Suzuki GT750 and also the wheelbase. I have a big poster of a factory bike to take the measurements to build the frame.

My friend Alf Mossell from England made me a copy of a Dresda rear swingarm, that I used in all my TR Replicas. Because I know it works, having being tested at Spa Francochamps

Alf also built the aluminium fuel tank for me.

The frame is made of mild steel like they do in Japan. However, I wasn’t as precise as they would have been.  

I had also had a set of Suzuki GSXR750 front forks lying around  from about 1986 that fitted well to the GT750 frame.

This decision was more function over form, as I just wanted this bike to go really quick on the track.

I threw some old wheels and shocks at it as a temporary measure, just to help with the build.


And the frame was complete.


Once you have the frame to somewhere near where you want it to be, the real work starts. Every mount needs to fabricated by hand for the fairing, ignition system, exhaust, etc…  

I had the ally fuel tank, so I began to put the race spec engine in I had, which was more than 100 nm at the rear wheel at 4750 revs.   Now it has more due to the modifications i have done.

I was looking for some wheels and found a set of magnesium PVM 3 spoke 3,5/18 rear and 2,5/18 front. These were the size that the factory racer had and look tremendous.

But with no sprockets, rear sprocket damper and no brake disks, these all had to be made to fit the wheels and into the frame. 


No point in having a fast bike if you can’t slow it down again.

The i began to build the exhaust, I built them myself and i have built a lot of 4 and 2 stroke exhausts to help pay me for my hobby.

It is simple, you begin at the front by the engine end and when you are at the back of the bike the exhaust is ready. If only it was that  easy…. But when you build a lot of them, It's not so bad and it’s a job I don’t mind doing.

The tapered rollers are all laser cut, hydroformed headers, which allowed the exhausts to be used silenced or un-silenced.



…and then on to the fairing.

The fairing had to be entirely custom made to fit this unique bike.

This is no small feat, especially when allowing for heat spacing around the engine and exhaust.

The crank had to be rebuilt without the oil pump.


The cylinder is ported to  to Suzuki factory specs and a lot of stuff is reworked to cope with the power of the bike, like the clutch and the gears, along with the reworking of the water pump.

Fortunately, you don’t need an electric starter on a race bike, so at least this saved me one big job.

I had big 38mm carbs and a racing ignition system built specially for the GT750 engine by HPI to fit plug and play on the right side of the crank. The most cost efficient way  was to fit some kevlar clutch plates in it stringer springs and a longer clutch lever.

Also, the crank case had to be reworked to get a better flow for the cylinder, and a whole lot more smaller jobs had to be completed.

I kept everything crossed and I ran the bike for the first time.


I took the bike back apart to tidy up the welds so they were nice and neat. They don’t have to be perfect welds, because the welds on the factory bike were very bad and I’m all about authenticity.

The frame is coated, wheels, exhaust, fairing, tank and seat panels painted and then it was time to put the bike together  

A special radiator was built  to fit into the custom fairing.

The young man in the picture is my son Sam. This is why the bike bears the title “Samracing”. Born 333, so now 16 years old.

The bike was taken for a test ride on the Zolder circuit in Belgium,

where a piece of aluminium broke away in the engine, giving me clutch problems.


So the first shakedown was good. I only had to rebuild the engine with a new crankcase, as the first one was broken beyond repair.


From there we went with the bike to Paul Ricard to do some more shakedowns and all was perfect.


I entered the bike at the bikers classic, at Spa, and while we were there, the bike had a good full speed testing. So go in fact, that I felt it was ready for my dream of doing the Isle of man classic TT lap of Honour. 

The bike performed perfectly on the Isle of Man. It was pretty quick and very loud, putting out plus/minus 130DB having no silencers.  

So that is the story of the Orange Samracing Suzuki TR750 Replica.

I apologise for my English grammar in this article, as English is not my first language.

Thank you greetings Cor Geraets



Avernus Biker Lifestyle says:

If you want to see more pictures and videos of this amazing build, look up ‘Cor Geraets’ on Facebook.

Thank you so much for telling us your story Cor and the very best of success and happiness to you and your family.