BoostedRooster712

11400 or 11402 is the start of the part number for all Suzuki OEM gasket kits. I've sold more gasket sets than I've had hot dinners, gladly hot dinners don't become discontinued. Dealer I worked for is moving to cometic when stock gaskets become discontinued.

Whale oil beef hooked. Thought you were taking the piss until I googled it.

Do you mena dialled in with adjustable cam sprockets or am I about to learn that some suzuki models have VTEC?

Thank you, that was easy.

Was thinking I'd like a quickshifter on the martek. I've not used a lock up clutch before. Is there any reason this combination won't work? I'm familiar with the quickshift as I have them on other bikes, just not the q/s and lockup clutch operation. Cheers.

How much shorter are the busa stick coils compared to K1 K2 1000 types? Or are they the same length?

Scrap that last post, fucking thing turns now I've said it doesn't. I'll see myself out.

I think the previous builder thought it was adjustable but it isn't or it is broken, the knob doesn't turn to change the flow level. Found the type of culprit. Metal Work Pneumatic is the brand. h x x ps://www.airportcomponents.com/en/product/micro-regulator-bit-coupling-1-4-regulation-04-bar-metalwork-5207002/ Maybe it has seized. I will put it in the bin.

Thanks Arttu, I fixed the diagram and replaced it with the correct plumbing, thanks for pointing that out. I had it arse about in my head & in the picture but the bike was right. That was the part I was confused about with the plenum constantly open to atmosphere. I was told the manual on/off solenoid was an air tool regulator by the Zuckerberg hivemind. I can't see where it is adjustable unless I pull it apart. I've removed it and I'm not going to use it anyway so it doesn't matter, was just curious.

G'Day, Been a while. Have been sourcing parts and pulling everything apart at the moment to make the new loom and a few things puzzle me with how this has been wired and plumbed. I enrolled in the high performance academy so I don't have to ask so many questions, it helps with my job too and I can claim it on my tax. It obviously hasn't helped enough yet. There is a momentary push button on the left hand bar which activates the boost solenoid. The fuel only KMS ECU doesn't have boost control. The way the solenoid has been plumbed is in the following diagram. Line from solendoid top of wastegate is normally closed, when the solenoid is energised it links plenum chamber pressure with the top of the wastegate, plenum pressure normal vents - normally open- to the vent as it is a 3 port solenoid. When I push the button at idle the bike stops. The bike was to go back and be mapped once the MAP sensor issue was fixed, I fixed that but I am confused about how two stage boost works as that what I was told it was going to be mapped for. It has an inline switch in the diagram, its apparenty an air tool regulator, with that off I figure it work on spring pressure, with it on then the boost solenoid can work. Before i change all of this I wanted to get an idea of how it was set up. I think I've been overthinking it. I think I've worked it out whist writing this, the dual stage is the bar switch which lets you override spring pressure in the wastegate at the push of a button. That's where the second stage comes in. Am I correct? I wasn't thining out of the box as I am used to thinking an ECU controls the boost solenoid. What are bikes like this to ride when you just hit a button to go completely hectic with the boost?

GT750

RGV VJ21

Very nice. It is a thing of beauty.

Thanks for the education, I've not seen that before.

The different endings on the CDI part numbers are both originally for different markets with restrictions and these days supersesions. As CDIs become discontinued they supersede them to the next available one that is currently available regardless of the market it was designed for. On most diagrams it will have a market column and that will show that that CDI belongs to that country or delivery market. There are restricted markets like Japan Domestic and I think Germany at one stage that had reduced power CDIs. Their CDI part numbers usually ended in 10. Any of the 40C CDIs should do the trick. I keep a spare OEM CDI for testing now but I've also gone to ignitech. I've never seen exhaust restrictors in any spare parts diagrams for any slingshot and that included the restricted power JDM market slingshot spare parts manals I have here, nor spacers in the carbs like that. I believe exhaust restrictors and carb restrictors in slingshots could be a myth but as always, happy to be proven wrong,

Thanks for the link, I might have to try one of these after a bit more research. The battery box in my martek is tiny, takes a YT7B-4 (150L x 65W x 93H) and the terminals are almost touching the bottom of the tank which is just going to end in tears.

The local guy's diagram hurt my head, and my neck. What issue of PS was that in? I remember reading it. Need to read it again as I'm about to set up some as well.

Most of the parts have arrived, to stop duplication I will continue this in my build thread here.

Edited, apparently 24 hours until a credit card chargeback is all it take to get a slacker into action. I thought I was being Mark Walkered all over again.

Thanks Arttu. I appreciate the feedback and recommendation. I'll get the Spartan2 with the Bosch LSU 4.9. I bought the Spartan2 from overseas from 14point7, locally the Spartan2 has has been doscontinued and now they only do the Spartan3. CAN interface also ordered for the dash2. https://www.race-technology.com/wiki/index.php/ECUType/MegasquirtCANInterface