lilredmachine

Late model GSX600F carbs: single straight fuel feed. Late model GSX750F carbs: single straight fuel feed. Ergo, early GSX 600F/750F/1100F are all dual feeds. All Bandit 6/12/late model GSX6/750 are single feed. if you have a single feed, it's nout to do with a GSX1100f, or early 600/750F.

GSX1100f carbs [34mm]: slanted dual fuel feeds [used this pic as hideous clear fuel pipes used clearly distinguishes fuel intakes]. 1990 GSX600F [31mm] carbs: straight dual fuel feeds. 1993 GSX600F [33mm] carbs: straight dual feeds. GSX750W [inazuma] carbs: Straight single centre feed. Both Bandit 600 and 1200 are the same as this.

No. Both GSX1100f and MK1 GSX600F carbs are duel inlet. Late model GSX600f carbs appear to be single inlet. this may be where the confusion is stemming from. Again, measuring inlets from both would be the way forward. MK1 600F carbs are 33mm inlet, GSX1100F are 34mm inlet. B12 carbs are 36mm inlet. If you have 34mm, Duel inlet carbs then you have GSX1100F carbs. if you have 34mm single inlet carbs, the only reference I can find for that is GSX750W [Inazuma] carbs. Which also might have been a mistaken listing. It would also explain why you are struggling to find a carb kit for them. GSX750Ws are rare bkes this side of the pond.

GSX600F has a dual outlet tap as standard, so the GSX600F carbs would have two inlets. So do the 1100 carbs. The only sets of suzuki carbs I know of that sort of size that have a single inlet are Bandit 1200 carbs. GSXR 1100 carbs have double inlets as well. Can you measure the internal diameter of the inlet manifold side of the carbs by any chance?

Long time no see, a true Crypt raiding of a thread. Updates... Finally got around to sorting[ish] the front end out. It's also sprouted a set of Blackwidow race bandit headers which are #Sublime# I'm unfortunately selling this now. Corona virus is hitting hard and I cannot sustain toys like this. At least I have many memories of upsetting modern sportsbike owners with it.

I must say some luggage, tall screen and a MAG sticker would probably make it a far more suitable sleeper! Thanks for the comments, it's a simple thing but very effective.

Wow, that's an aggressive looking machine! I take it the sprocket/wheel bearings are brand new, she looks like a clean build?

Hi, I recently posted a thread introducing myself and a couple of bikes I had built over the years, I thought I would expand on them both in their own threads for anyone interested. My GSX6/12 started at the wake of a close friend that had died in a freak accident on a biking trip to Portugal. Drinks were drunk, questions were asked, handshakes were shook and suddenly I owned a '95 GSX600F which had stood for many years, was fairly straight and original with a decent black paintjob and had done a little over 17,000 miles. The only pic I have of the bike stock is this one with my friend and fellow Suzuki fancier Bill doing the traditional Suzuki salute. The bike was tight, but as it had been stood it needed fluids changing, brakes cleaning and stripping etc. boring etc. I did the work then parked it, knowing that it wasn't really something I wanted to ride stock, being used to somewhat more aggressive machines. The instigator of what followed was the purloining of a cleanish MK1 Bandit 12 that the owner had given up on due to running issues and let go for 400 quid. A brief diagnosis and swapping the plug leads about (1+4, 2+3 people!) the motor was running fine and a brief hammer up and down the road convinced me of the way forward. In short order, the GSX looked like this: They are really quite skinny aren't they? The motor swap was relatively straight forward, the motor bolts right up to the GSX cradle and the only thing that prevents a straight swap is the 17mm increased deck height and bulkier cam breather box. Of course the proper way to deal with this is to swap the cam cover and box. Of course the proper way to deal with this is to source a 750 camcover and breather box, the quicker way is to notch the frame and tank brace to fit it in as it is. With this done, the bike had the clutch pushrod shortened to fit the standard cable clutch perch and sprocket cover and therefore retain the standard footrests. bolted back together it is almost the perfect crime, even retaining the standard airbox and pipes. Later on, a more suitable pipe was made from a set of Bandit 1200 Delkevic headers and a Danmoto titanium GSX750f endcan. The result is a nice freeflowing pipe but more is needed. It now goes like a rocket, but the handling is dog. The short wheelbase means the front will lift in the first three gears, the brakes are overworked and the tyres are struggling to contain the explosive torque made by the motor. It's fun, but not quick. After a bit of research an RF900 front end, rf900 rear shock, Tokico 4 pots, Hayabusa master cylinder, braided lines, GSX750F swinger, SV650 rear wheel and Bandit 1200 discs are sourced, and sat on a nice set of modern 120/160 rubber. The results are a 1/8th inch drop in the front, a 1inch lift in the back, 4 pots, sticky tyres and a turn in like nothing I have ridden before. The last step was to sort the running of the bike with a stage 3 dynojet kit and to advance the ignition. The bike is now a brutal torque machine with the handling to match. It runs the standard bodywork and is till stickered as a GSX600F so it has quite the sting in the tail for the unsuspecting. One day I will get the front forks and mudguard painted along with the wheels, but for now it is too much fun hammering it about. It is not a big money build, nor is it cosmetically perfect but it is one of the most visceral bikes I have owned.

Thank you for the welcome and comments. I have been kiting about the forum and there are some extremely serious machines here, so I very much appreciate having you folks be positive about my bitzers! A little more about the Bandit, it is totally stock engine wise (including compression and timing), but with an MTC lockup clutch fitted to hold the 210 ish rwhp it lays down. The engine has covered around 50,000 miles now, with about 15,000 on the turbo setup. I have been building/tuning/revising the bike for 6 years, it used to have a K5 GSXR front end and a round headlight but it made suspension setup a pain, the front end rub the turbo and the bike suffered even in the 1/4 against 'Busas and GSXRs as it had the aero of a brick. I bought a Bandit 12 for 400 quid and retrofitted the stock front end and bodywork and the bike picked up 5mph in the 1/4. As a bonus, the engine ended up in the GSX! I ride it to work, through winter, scratch on it at the weekends (witness the squared off exhaust from scraping) and generally love it. The GSX is a far more recent build that is gradually taking over everyday riding tasks from the Bandit. I'm moving toward refreshing and building the motor in the Bandit using the seasoned block to make more boost and hp, so I need a bike to take it's place! It finally ran it's (and mine!) first genuine 9 second 1/4 at the bulldog a few weeks ago. There is more to come, but to be honest it needs to be longer by a few inches, it has 151 lb/ft at the rear so it's able to lift at WOT fairly easily, and it is difficult to launch due to the boost being on a knife edge between insanity and bogging. My best 60ft time is 1.79 on this bike, yet on my mate's nitrous Bandit I have 60ft'd a 1.55 so I don't think it's me as such.

Hi, my name is Ben, AKA lilredmachine. I have a huge love of old oil cooled Suzuki bikes, being as they are a huge meccano kit of possibilities. Attached are pics of my two favourites, a turbo mk1 Bandit 1200 and a GSX600f sleeper. These are two builds that have given me huge satisfaction over the years, from running 9 sec 1/4 miles to pissing off fireblade owners on the open road. The turbo bike is a stock engined mk1 bandit with a handmade turbo setup featuring a GT25/28 hybrid turbo, 38mm external wastegate, modded carbs, heavy duty fuel system, custom built braced stock arm, 6" extensions, 16/48 gearing, WP 4 way adjustable rear shock, clip ons, shinko hook-up drag radial (emergency maxxis super tourer fitted in pics) and other mods. Best time is a 9.91 @ 143 in the quarter. Bike was ridden 130 miles to the track from the Isle of wight, thrashed 16 times down the 1/4, where it returned 2.3 MPG, then ridden 130 miles back with no issue. It makes the pilgrimage every year to the track but mainly spends it's time upsetting ZZR1400 owners at traffic lights on the Isle of Wight. The GSX is a 1995 Mk1 GSX600F with a bandit 1200 engine transplanted in. The frame is modified to take the engine, the induction is standard BST36ss carbs with stage 3 dyno jet on pod filters with a 4 degree advance. The front end is taken from an RF900 and has Tokico 4 pots from a ZX-9R with Bandit 1200 discs, an RF900 shock is on bouncy duties and a GSX750F swingarm supplies a slight length increase and width increase to fit a curvy style SV650 rim with modern 160/60/17 rubber. Clutch is converted to a cable by shortening the pushrod to maintain the sleep with the stock GSX600f perch on display. Exhaust is large bore stainless headers with an open titanium can, measured at 111.7DB recently. She barks. Not made it to the track yet, but would be confident it'll run a high 10 sec 1/4 based on performance. Have been meaning to join up for a while now, glad to have made it finally! This is a video of the bandit running a 9.98 at the bulldog.