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Usually start with about 30% bigger jets, and go from there. Best thing is, is get yourself an AFR sensor with gauge, it takes the guesswork out. Sometimes too lean or too rich have somewhat the same symptoms.

32900-17E201 31800-5680 This is what's on the bike. But I'm struggling to find it any where apart from a repair site. When I search for the 1994 cdi I get a different one. 32900-17E00 131800 5661 He's having a break from it at the moment, it's doing his head in.

Easy enough to check a part number against what is supposed to be fitted on somewhere like Robinson Foundry or CMSNL ? (providing the part # tag is still legible!)

I know that feeling,have`nt messed with slide carbs in decades and recently had to dive into the black art again.

OK, I have a jetting question. The carbs have been running the horrible cone filters and running 115 main jets. Standard fitment (according to the factory manual) is 95. It has a pretty free flowing exhaust, but does anyone else think 115 is a little excessive? I've just fitted the standard airbox and dropped it to 105. I've just balanced the carbs, but ran out of time to take it for a spin on a fast road to check the jetting. I do intend putting it on a dyno to set them up at some point, but I'd like to change the exhaust first. Carbs are a bit of a black art and whilst I've done quite a few in my life, I've never done it consecutively. It's always been one every few years or at most a few a year and being equiped with the memory of a goldfish, it always feels like I'm starting from scratch. So please, any input is welcome.

You and me both. As of a few weeks ago I am now the owner of a slightly tatty Alloy tanked GS1000, so I'm now up to my armpits in carb issues and electrical gremlins. But I'm making progress, even if it is of the one step forward two steps back kind.

We are trying to get some history on it. I have a feeling it was a bit of a project that someone couldn't get sorted before my mate acquired it. I'm convinced it has the wrong cdi

In my defence I haven't been that far into a GS1000 for a couple of decades.

Is there any way to figure out its intended market? Its obviously restricted wit that box put on it.

The big bore, gas flow and a slightly bigger set of carbs is on the list, but I can't see me going all out like last time. I'm looking forward to seeing the for sale/wanted ad's on this forum, but I suspect my wife doesn't agree.

I know what you mean. Work on so many bikes and all of a sudden you can't remember what's what.

Big bore with a higher CR, other cams and a set of Mikuni RS carbs are a nice upgrade. The GS1000 responds very nice on porting of the head too, gives it a nice flat torque curve.

I just couldn't call to mind if the GS were bolt on or tubes as per the GSX.

The GS has bolt on rubbers, Doesn't the GSX have seperate inlet tube type rubbers with a jubilee type clamp at either end? It's a very long time ago I worked on a GSX If they are like the GS, I can measure the inside bore of the inlet rubber for you. I'm taking my carbs off today.

Look's like you have plenty to occupy your time. Best of luck with the projects

I've always found that once you start doing serious tuning on a bike you will never be bored. There's always something else to do, check, modify, etc. I'm not going down the serious tuning route. At the moment I'd be happy with it running right. It's doing about 18MPG, which is probably down to the needle jets leaking (New ones have arrived about 10 minutes ago). I'm just about to go into the workshop now to fit the airbox, needle jets, clean the carbs again, drop the jetting, fit the GS1000s fairing and take some of the preload off the shocks as it is kicking off bumps in corners. Once I get it running right, I'll be making some luggage for it so I can do some touring. Got a lot of places I'm going to be visiting now I've dropped down to working 3 days a week . There are some advantages to getting old, but not many

It's not an import. And it's like a missile up to 86 then it's like he stopped turning the throttle. We're going to look at fitting a speed sensor. If that doesn't work we will get a loom and cdi of a 94 gsxr750

It hasn't got a lot of power, don't think it gets to 180hp, but it's not slow either. Previously I had a TD04 turbo on it, that one was making proper power at about 4500rpm. Front wheel came up a little bit from110km/h in 4th gear. Now I've got a VF23 on it, this turbo doesn't kick in, just the more revs the more power, now I need to do 160 km/h in 4th gear before the front wheel comes up. Just to give an idea. The only reason I went for the VF23 is, is because it has ball bearings. Plain bearing turbo's won't last long for some reason. Haven't riden it much lately, need to do some fine tuning, with the VF it doesn't detonate anymore, so I want to find the limit again, advance the ignition and stuff like that, to get a little bit more power out of it.

Looking for the above for a slingshot, any recommendations? Tried the search but I can't find anything. Iirc there's modern stuff fitment that fits

They're sweet bikes . R u in the states ? What good ideas have you about alternative gsx750e exhausts ?

Great ! just what I wanted to hear!! Tx so much…

No - TPS of this vintage were idiot devices to only retard ignition in lower gears and for noise emission standards! A DJ 2000i or Ignjet? system is a good idea if further tuning mods - Head work, Bore size, CR increase etc., otherwise a stock system is still ok.

OK , going to the Mikuni Rs38’s . Question is, on my 2002 B12 with the tps , will I need to invest in a Dynatek Dyna 2000 ignition? To control my advance ? Tia

I wish I could find my pictures. I have lost the envelope with all the bike pictures in. That looks like a beast. What kind of power is it putting out at the back wheel? I've decided to just adda gs1000s fairing, sort the carbs and ride it for the summer or until next summer. I'm finding it too much fun