johnr

we've all done it, well done for actually admitting it though.....

take the sprocket cover off and see if it frees up, if the shaft is slightly bent, then putting the sprocket cover on will bind the shaft and stop it moving, as will the circlip and washer on the shaft where it goes through the cases. if it comes to it, you can take the clutch cover off and the baskert out and access the other end of the shifter mechanism.

ive been looking for an 85mph speedo for the wifes 125!

many north american spec bikes also had 85mph speedos! the thought behind it was that if you couldnt see the ridiculous high speed you were doing, then it would take the fun out of doing it, so every vehicle sold to the market was mandated to have a speedo that was 55mph + 30 with the 55 highlighted.

yeah, thatll polish out......

suzuki couldnt get the vm32's through the strict north american emissions test so american spec 1000's had cv's the same as the 1100's.

edit, must remember to look at ALL the pics before commenting....... ;-)

gs550e engine is the same as the kat 550 motor and there are loads of them around.

Brackets are the same as katanamangler has on his kat.

or you could keep the shocks that you have and use these. no idea where you get them from though these were on when i got it.

ive an 18 inch period 1970's / 80's cma rear 3 spoke alloy, but ive no front to match it

id be looking at the strainer in the sump and the oil pump before i spend a bean on it. that cam has suffered cos of a lubrication failure, cams can be built up and reground, but the head may be beyond repair. ive heard of them being machined and fitted with shells but its an expensive process. before going anywhere i think you need to identify what caused it and what else might be damaged.

Itll be the electronics in the tacho, bit of corrosion or dirt and they're all jammed up. You're gonna have to strip the clocks, not simple but doable with extreme care.

dont some of these bikes have a clutch switch also?

pump gears in a gsx1100 or gs1000 engine is a long known upgrade to the engines lubrication system.

looks like someone has already tried to weld that? try posting where you are and asking if anybody here is close enough and can weld it.

there are 5 or 6 kats in bits in there, plus spares. yes, its a reasonably busy shed. i was wondering if the piston rings i have now got no use for might be handy for someone who has broken one?

ive 3 yoshi 1170 pistons with rings sat in a motor in my shed, the fourth is iirc now an ashtray having made a swift exit stage forwards taking the barrels and both crankcase halves with it...... oh how we laughed that evening.....

i think that they were fitted on the gsxf because suzuki knew that the bikes were so fugly that eventually their riders would throw them on the ground in frustration and walk away. the braces were to protect the engine because they knew that eventually those engines would be scavenged for fitting to real katanas and other suzuki royalty.......

doesnt that big metal engine thingy bolted between the two mountings not confer some additional stiffness to the frame?

although to be fair, they dont have poor oil pressure, they have low oil pressure, but they only have that because thats all they need, i think time has proven that the low oil pressure isnt really a reliability issue. poor stator output on gsx's is a bit of an urban myth, the problems with reliability of the charging system were due to the design of the charging circuit using a phase that was switched by the headlight. bikes run with the lights always on had fewer charging problems because all three phases were working the same, and bikes with the reg rec wired directly to all three alt phases were equally untroubled.. the loom was the problem, not the stator, clutches suffered because these engines took so much abuse that eventually something had to give. starter motors, well, theyre a consumable, you might as well say spark plugs werent great..... ;-)

yeah, but you could buy 2 oilcooled engine for the cost of an efe engine and thats if you can find one.

it can cost a lot of cash to tune a stock aircooled 1100 motor to the same output as a stock gsxr or bandit motor output, and with the oilcooled motor, youve less weight as well as the option to tune that for even more. if you wigh up the cost of crank work, head and cams, pistons and bores, cluutch upgrades and gearbox refurb on an aircooled lump, you could probably buy 3 bandit motors!

though reconfiguring the three alternator phases directly to the reg rec rather that one going through the headlight switch also cures a lot of the gs/gsx ranges charging issues. gs/gsx reg recs arent actually that bad, they fail because the wiring layout of the bikes causes them to fail.

few guys in the katana club have xn85's, theres a small section on the club site for them, but theyre getting scarce now.