dupersunc

Best order a few sets by the sound of it !

Have you cut and pasted the text from elsewhere? The springs are 0.7 kg/mm so very soft. Depends on use and how you ride. I would aim for 0.85 max for road use. They are a early cartridge type. They work quite well, properly sprung and set-up.

Valves are the same diameter as other 750 and 1100s, stems are longer though.

You wont get airlocks. It's a positive pressure pump that will force air out, not like water pump which just gives flow.

If only there were a website that covered this sort of stuff.... 4. 750R 6 box in a 1127 motor The only hard thing here is to have a hole drilled through the gear box shaft, for the pushrod. The 750 6 boxes have a single row bearing on the output shaft, and the clutch does not have a diaphragm spring. So the easiest 1127 engines to put a 6 box in are the ones with a single row bearing on the output shaft, and no diaphragm clutch, ie. only the GSXF1127 engines. In these engines the 6 box drops straight in, only the shaft has to be drilled. Second easy would be an 1127R engine with a diaphragm clutch, but no double row bearing (88-90). In this case the box would still drop in, but for the clutch one would have to use the inner clutch parts from a GSXF1127 (with normal springs) and the outer clutch basket from the 1127R (with a straight cut gear, not helical). Most work is in a 91/92 1127R where one would have to match the clutch as above + find a solution for the double row bearing (the solution is actually to turn the double row bearing inside out, and make a little hole for the small pin). Of course the shift drum and forks from the 6 box have to be used as well, but they drop in any 1127 without problems.

I would avoid fitting a fan personally. Only helps in slow traffic and hinders flow when pressing on and generating heat. No fan means it might run slightly hotter in town, but it not going to boil over is it.

There's CMSNL in Holland too.

@jaycee. Looks like a yes to to the Bandit headers

have you tried oil cooled headers on one of these engines?

Can any one shed any light on this. A freind has just bought back his old gsx750SE Katana pop up , which is thesame engine as the ES. He's skint but needs new headers for it. Would Bandit or similar headers fit?

Either should be fine. the J/K 750 were shorter stroke and had a deeper V shape sump, so exhausts for those models maty need tweeking to fit. Slabbie, and 750 L/M motors are basically the same when it comes to exhaust fitment.

The 750j front end works well, straight bolt in. Works perfectly with a raised rear ride height.

750 slabbie arm is the simplest fit. Earlier 85 arms are shorter, the 86-87 arms are the same length as the 1100 slabbie arms. 1100 slabbie link gives more rear ride height, useful with 17"wheels. 1100slabbie arm is slightly more robust, but the geometry is slightly different so will need a longer shock to get decent rear ride height. Most of the bandit and slingshot arms will fit at the pivot, but they face a different linkage set-up. There is a way you can run these, but I'll leave that to others to explain. Simplest and most effective setup is the 85 750 arm with 1100 slabbie link, or 750 link with a longer shock.

Perfect. don't change a thing.

This. Dont waste your money on dynatech. Its last century's tech at a premium price . You can set the ignitech to what ever advance you want.

it's basically the same weight as a K2 GSXR750 in race trim. I think the K2 were 179kg.

My slabbie 7/11 was 182kg with a few litres a fuel. That was race spec on the scrutineers scales. Nothing special, all oil cooled suzuki parts.

I'd 75kg for a 750 and 83kg for an 1100 sans carbs is about right.

The 750 is wetter.

Tight/no clearance.

I'd be far far happier running the modified SBS pads, and not just because of the price. Modifying pads as you have done is perfectly acceptable. I've done it loads of times on old F1 cars to get modern pad compounds in old caliper designs, all with th blessing of the manufacturer. There are caveats of course, but what you have done is fine. Leave the N.o.s pads in their packaging. It's all they are fit for.

The correct answer as you know is to tune the knackers off a 1100 motor. The ratios are shit for track work, even for a stock motor, they are proper touring ratios. The real answer is a 6speed Nova gearbox, but they are a tad spendy. For a mild motor I firmly believe a 750 6spd is worth while, as long as you are prepared for the extra maintenance.

You fit the 750 gearbox into the 1127 cases, then do a mix and match clutch. No need to use the 750 cases. 6speed conversion is worth while on a race bike, not sure it's worth it on a street bike. They're supposedly a bit fragile with 1127 torque going through them.

The bandit head will physically fit but the 91 cams wont work, and I believe valves are smaller. Gsxf head will not work as the cam chain tunnel won't line um properly. You options are, a 85-87 750 slabby head with matching cams and followers, a 90 750 slingshot head, cams and followers, or a 91 750 head, your cams will work with this. Anything else will require skilled machining and or welding to work.

You need the pre 2006 r6 rear shock. You need to narrow the lower eye a few mm to fit. I've only fitted one to a 750, which works really well. Not sure how well it works out length wise on an 1100.