GSX1100dreamn

Best check which oil filter cover your running before fitting oil cooler. If the oil cooler has been removed it may have been replaced with an earlier style.

These were originally made for the H@&$a XRV and have the same thread as the 1250 Bandit tops. A guy in Western Australia happen to have a set for sale when I was looking. When I took them to the machinist to be reworked for the adjusting screw he said he could have made them from scratch anyways.

I put Bandit 1250 forks on my 82 Kat and wanted to maintain 815mm. I fitted fork extensions, they were made for another bike but had the same fork thread. They ended up going from 50mm to 34mm extensions once machined for the 1250 adjusting screws. I am at 810mm fork length, close enough. But then I am not fussed on ajustability.

I replaced all the spindly original cables for freely acquired 16mm2 cables. Using a newer 1250 Bandit starter relay. I also use a 750 starter motor cause its what was on it when purchased, they are a electromagnet type stator not the permanent magnet type. Dunno if it is good bad or indifferent but no issues on the 1260. Just the usual starter clutch bolt munching. Also as the 1100 alternator is limited and having alot more power draw 1260/EFI I put two batteries a lithium 290cca and a new bandit 230cca for a 'theoretical' 520cca. and a bit of AmpH reserve, nearly two years and no flat battery or poor starting. Also put a Shindegen reg/rec off the Bandit too. Cheers Andrew.

Gixer1460 is correct with the GS/GSX charging system been ok pre se. I am using the original alternator and upgraded to a Shindengen SH650 (KLR650 wreckers) initally to charge my AGM/ lithium ion battery combination. Am using the donor bandit 1250 Shindengen SH811 (cause it was bigger so I thought more capacity?!) with a bandit AGM/lithium ion combo and it keeps up with my EFI demands for every day riding for 18 months now. Lithium on its side down the bottom Bandit on top

Maybe that is a UK variant of alternator wiring. The Aussie version had 2 phases going directly to the rec/reg and 1 phase going to the light switch just as a loop to be completed when the light switch was turned on, so the rec/reg only got the 3rd phase if the light switch was on. The first thing you would do with this arrangement would locate the phase going to the light switch and bypass the phase going to the light switch and then get all 3 phases going to the rec/reg all the time The lights have their own power supply and circuit. see picture.

And both have a center cam chain for similar carby/throttlebody spacing, 2011 GSX650F are exactly the same as 1250 only the injectors are BLUE for 650. Body length 110mm, spacing 80-100-80, engine side 36mm ID 42mm OD, filter side 44mm ID 48mm OD. These carbys are of a GSX1100

The Japanese 750 were standard 530 chain, When you say GS 750, do you mean GS 2valve or GSX 4 valve that the 1100/1150 have gone into.

Bandit 650/GSR600 and your fuelling would be pretty close straight up. Other than that see above post.

Oh yea forgot about overseas lockdown, Postage is a bit expensive, that Kat FE ID tag cost as much to post as to buy. Take easy man and all the best.

Hi Ben, Hope all is well. Germany mmm... Could pop into Cobra exhaust and see if they have any reduced to clear, factory outlet products for Kats at their factory. And mail that and any European stuff home. All the best, Cheers Andrew

Speak of the devil here is a complete setup. https://page.auctions.yahoo.co.jp/jp/auction/b527023677

There is a supplement in the back of both 750 and 1100 workshop manuals covering all the changes from the standard GSX. Everything from anti-dive, engine, bodywork and cable routing and service specifications. Here are a few pages.

18-42 with 17'' rear and 750 primary drive ratio is a 1100

Just to add to everything previously mentioned to do and, -a new clutch cable would be good too, -on the 2000 final edition model Katana they had an electric assist clutch setup, this item pops up on Japan Yahoo. Here it is on the FE Kat where the coils go and the coils go here

I also like to ask the question, We can see the problem but what was the cause so as to stop it happening again and in this case twice ? Cheers.

Looks like a 550, Check the chassis and engine numbers and VIN.

I do not know the Suzuki ID but they are the same size 36mm butterflys for 650/1250. Just the injector colour is the ID. BLUE 650. GREEN 1250.

2011 GSX650F are exactly the same as 1250 only the injectors are BLUE for 650 (1250 injectors are green). Body length 110mm, spacing 80-100-80, engine side 36mm ID 42mm OD, filter side 44mm ID 48mm OD. Here they are compared to GSX1100 34mm CV carbs

I forgot to mention that 530 pitch 18 tooth is off a 07 1250 Bandit. They have the same countershaft spline as the GSX1100 so can be used as a 530 front sprocket conversion.

Here is a picture of a 530 pitch 18 tooth on the left and a 630 pitch 15 tooth on the right. The only difference will be sprocket diameter as seen below, some people go 17 or 18 stop the chain cutting into the swingarm by maintaining the same diameter. As Gixer1460 said then count teeth depending on the front sprocket used.

While I was riding it around the block the other day, it had this strange sound, best was to describe it was like alot of air escaping. Phssssssst!! Can you describe the type of riding you were doing when this event occured e.g. -in gear/neutral/clutch pulled in -idling -deaccelerating -accelerating -between gear changes -sittiing at some lights/intersection, etc. Just to give us an idea what motor was doing.

And here is a link to the workshop manual for more information. https://www.manualslib.com/manual/869522/Yamaha-Xjr1300-2007.html#manual

I was googling non water cooled injected bikes and came across a similar mentioned setup off the 07-16 XJR1300 where the injectors are separate to the throttle body. I Don't know the spacing or sizes. Cheers Andrew

Those 50mm intake valves Cheers Andrew.