dupersunc

Kent SUZ1 inlet. stock exhaust. can t remember the timing figures. Fcr41 carbs, micron 4-2-1 exhaust. ignitech ignition with quite a lot of advance.

Ducati Fuglystrada.

Other weakness has been the brakes, so scored some Brembo adaptors from @Gsxrsam That should help me knock a decent amount off my lap times this year.

Suppose I better update this as it's this months cover star. Not raced this year, work commitments put paid to that. Did the Classic Suzuki day at Cadwell with a few off here. Was running a treat... next time out at Snet a big end let go. Bugger. Fitted the 1216cc ex mistral side car motor I'd refreshed a while back, got it running and sounded good on the stands. Anyway we're all off on our annual Jerez trip next week, and bike leaves saturday, so I thought I better check everything works, and it's not going to detonate it's self to pieces or blow oil out of every orifice. Ray Debben had a slot available on his Dyno this morning, so with trepidation I headed up there this morning and strapped on the dyno. Warmed it up, ran it through the gears, also seemed well so, they gave it the big one. Bam straight out of the box. That'll do pig. That'll do.

Focus on the combustion chambers. The valves on the 1100 are quite small, so there are good gains in unshrouding the valves. this obviously lowers the cr a bit, so skimming the head to get the cr back is worth while with stock pistons. Stick some old valves in the head to avoid damaging the seats Port wise, clean up the short side radius, and blend in the throat around the seats, and match the ports to the carb rubbers, make the ports, 0.5mm bigger than the boot for best flow The Pictures above are pretty good. Similar here, but slightly better imho. This head below made 156bhp on stock valves and a 1216cc kit.

Spitting normally means the engine is running lean. Check the carbs are balanced too. Unlikely to be the timing.

It's not fuel injection, you simply won't get it spot on at all loads and all revs. Doesn't sound like you are a million miles out. Get it right for WOT, then see how if feels else where.

Fcr41s use the bst38mm carb rubbers. There are different length bst36 rubbers. Mk1 bandit runners are approx 5mm longer than 750j/k and mk1 teapot rubbers. this is an issue if you want to run the stock airbox.

Ah so it was you that cleared out the stock of crank bearings. I priced up what I need last week and half the bearings were out of stock. saved me some money this month anyway.

Taking layers out of head gaskets is fine, as long as the squish is ok. 0.9mm is safe on these. 0.7mm if you're feeling racey. Other issue with Dot head is the valves are longer and closer to the piston before you start. So if skimming the head or modifying the gasket, check valve to piston clearance.

You tart.

I'm going to make a plate that sits where the airbox did on mine.

Seriously. Don't do it.

Nah. Unless you like highsides.

Yes B12 gasket.

No sorry. The engine is built up and in my race bike now.

it's not meant for an efe or similar is it?

Yeah you'll get the correct dynojet 3.2mm drill then. Not felt any difference personally. Like the breather set-up.

alternator blank plate and clutch cover vent the same area...

I've got an ex Mistral racing 1216cc side car motor in my slabbie. The cases have a huge amount of work to help pumping losses. The bottom if the liners have big cut outs to allow flow between cylinders and the webs have been de bured corners radiused. I've also added a big -10 breather to the clutch casing and opened up the cam cover breather. They both go into a large catch tank/ seat support. which is vented to atmosphere via a big air filter. I've seen healthy gains on race car engines from a good breather set-up and one engine that lost 25bhp,around 10% ,because of a partially blocked breather.

Bandit 600 cable doesnt have the swept steel guide the gsxf one has at the lever end. You get a better cable run with the gsxf part if you run clip one.

What he said. bandit 600 or gsxf600 sprocket cover and release next. gsxr600 clutch cable. gsxr 750 lever.

Don't think there is the advantage of smaller combustion chambers like on the 750 dot conversion, and the ports are higher so carbs wouldn't fit in a stock frame. Early wn/p 1100 had mild cams so 750 cams were and improvement, later 1100 wr/s models had better cams. 1127cc oil cooled pistons give a slight over bore and higher cr so are a worthwhile mod. Great engines that were softened off by the factory as they produced a bit too much for chassis and tyre tech of the time.

zx6r wheels are reasonably light.