Gixer1460
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Posts posted by Gixer1460
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The GS pistons are 2 valve and the GSX are 4 valve, so no not interchangable!
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1 minute ago, Joshua said:
Hi, i am looking for information on how to connect pencil coils to my 97 blade wich run on coil packs, any info that can help wil be appreciated,thanks
Ooooh you're going to get some flak for asking that !
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1 hour ago, wraith said:
The gsx750et have a higher volume gears than the gsx1100et, they also fit the gs850/1000 not 100% on the 750 and don't know if they will fit the efe
I was told the gear swap was from the GS750/550 not the GSX variant? The GSX750ET definately had a different oil supply as oil pressure was considerably greater as required for the shell bearings in the mains and rods. The gears when used in the 1100's never produce anything like the pressure got in the 750ET for some strange reason even though I think the pumps are the same! With the uprated gears in a 1100/1150 you nearly double the std. pressure to a 'huge' max of about 30psi LOL!
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Pretty unlikely and if it was possible the drag racers would be making a big thing about it. The Busa and GSX14 cases are comparitively smaller than the GSXR ones and it only needs a mill or two difference between shaft centres and the swap comes to a screaming halt!
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Combination of everything being nearly f**ked = it's totally f"*ked!
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20 minutes ago, colinworth79 said:
I've done a head the biggest problem is not the rockers it's the end float on the camshafts . The thrust faces need welding up then machining .
Can't see why? Tappet cams use same cam bearings, caps and sprockets with M head / cams having an additional bearing each that has no lateral locating function, so the two should function identically !
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Get the mismatch in pipe lengths right and they may work like a 'big bang' engine as far as the turbo is concerned . . . . . . . maybe?
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No OEM cases come with numbers - it was so dealers could restamp the original numbers when replacing cases! Obviously its well open for abuse ie. clone cases but there you go. Seriously a cracked engine mount is a minor fault that can be welded to 'good as new' - there have been cases on here that have massive holes in them that have been repaired. It would be a shame to replace the gearbox and lower case and then knock out the main crank bearings as they weren't matching!
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True but you still can't throw some random bottom case on there!
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That rpm is bang on Needle territory and if you are max rich its going to need different profile - hence why DJ kits came into existance!
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15 hours ago, Captain Chaos said:
The RU2922's i bought new, were pre-oiled from the factory.
This . . .
Is about right out of the packaging and correct for use. Pouring more oil on them is couter productive, less air flow and richer running! I've run them virtually black with no difference in air flow or AFR on a wideband. K&N oil is good to use on foam filters also!
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Probably! Spare atu's shouldn't be to rare.
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9 minutes ago, BillyR said:
I wouldnt vent back into the intake, engines love cool air.
So having the carbs right behind a engine producing copious quantities of heat is ok?
Any 'heat' from a breather is negligiable and makes f**k all difference!
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A duff RR can't harm a new battery unless it is either over or under charging! You will not be able to determine either scenario without a running engine - 5 minutes will suffice and for that you'll need a battery! It is more than likely the RR is dead and not outputting any meaninful voltage in which case you'll need one of them as well! Avoid Chinese Eblag RR's ! ! ! They are cheap for a reason !
I note also the old Suzuki wiring of one alternator leg to the light switch circuit ! ! ! This is best modified to run all 3 alt outputs to the battery and then run the lights from the fusebox, Ignition switched side. This is a better and more reliable way of charging the battery / running the lights / saving the RR cooking itself!
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1 hour ago, TiZiK said:
I have APE 85mm Gorilla block. Wasn't aware they made an 86mm. Liners got to be getting pretty thin I would think at 86mm.
Quote from APE webpage (later Blandit included for info) :
QuoteGSXR1100 DISP
BORE
COMP
PART#
MFG
NOTES
PRICE GSXR1100 1989-1992
(1127cc 4 valve)
GSX1100F Katana
(1988-1989(
Bandit 1200
(1997-2004)
1186cc
80MM
12:1
R1186
WIS
Cylinder boring only
769.71 1216cc
81MM
12:1
R1216
WIS
Includes head gasket. Cylinder boring only. Maximum bore with stock sleeves.
769.71 1216cc
81MM
13.5:1
127642
JE.
Cylinder boring only. Maximum bore with stock sleeves.
746.69 1277cc
83MM
13.5:1
127643
JE.
Uses SU3450SP sleeves.
678.84 1277cc
83MM
15:1
132495
JE
Uses SU3450SP sleeves.
DISCONTINUED 1340cc
85MM
13.5:1
127644
JE.
Uses SU3550SP sleeves
678.84 1340cc
85MM
15:1
130894
JE.
Uses SU3550SP sleeves
678.84 1371cc
86MM
13.5:1
127645
JE.
Uses SU3550SP sleeves
746.69 GSXR1100w
DISP
BORE
COMP
PART#
MFG
NOTES
PRICE 1993-1998
1117cc
77MM
12.3:1
131367
JE.
Cylinder boring only
746.69 1146cc
78MM
12:1
155930
JE.
Cylinder boring only
651.22 1195cc
79.5MM
13:1
129682
JE.
Big bore sleeves required Includes head gasket
746.69 GSF1200SX BANDIT
DISP
BORE
COMP
PART#
MFG
NOTES
PRICE 1996-2006
1117cc
77MM
12.3:1
131367
JE.
Cylinder boring only
746.69 1146cc
78MM
12:1
155930
JE.
Cylinder boring only
746.69 1195cc
79.5MM
13:1
129682
JE.
Big bore sleeves required Includes head gasket
746.69 -
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3 hours ago, BillyR said:
I used to run crankcase breathers into the exhaust, less pressure inside the motor the better.
Good until you get a backfire in the exhaust as the breather is full of volatile gases which could make a mess of the crankcases - you need to add a PCV to prevent this.
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Think about what you are proposing! If you leave the cams in they will not be rotating. At any point one or two valves will be opening / off their seats / closing. To feed the chain in you MUST rotate the crankshaft. Doing so, risks driving the pistons into open valves and bending them!
Still want to leave the cams insitu?
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Most engines using Alcohol use injection either mechanical or electronic - basically as easier to drain and / or revert to petrol to run through before shut down. Not doing so will corrode or fur up everything its touched - total PITA. I can't imagine a std. Blandit carb lasting long with an organic super solvent flowing through it! Whilst you are only doing a 1/4 mile, I see no oil cooler fitted to an oil cooled engine - no wonder its getting hot! Try fitting one and you may avoid most of the problem! Oh and you'll probably have to up the boost to make the best of using methanol as compared to petrol, its fairly power poor so not directly comparible.
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As we are mainly UK / European based and both the 'Vulcan' or V&H ignitions were neither popular or widely used, the info you seek will be thin on the ground (here at least). If its that important . . . . . . . . . . . . why aren't you asking V&H themselves?
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They aren't 'from' anything! They are aftermarket upgrade carbs primarily intended for race applications but widely adopted for road use. They are modular and can be adapted to fit multiple applications as can their brothers 34, 38 and 40mm. Yes they can be fitted to a Blandit and at a guess you might pick up 5 or 6hp but do some more tuning and 10hp could be possible and they do look cool but need a whole different riding style for their operation!
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^ ^ ^ - I thought it, He wrote it LOL!
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Double fiddly with the Hyvo chain - I've done rivets with a normal chain, not sure about a hyvo!
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Is that a statement or a question? If the latter, all the diagnostics are as above!
'83 GSX 750 ES Piston Upgrade
in Air Cooled
Posted
Prob. US list as the Yanks didn't get the 'GSX' per se - called everything GS!