ivorbiggin

You might find a suitable wiring diagram here. https://www.classiccycles.org/1852/597964.html

I think , no, i know ive dropped a bollock. Ordered a speedo cable for an ET/EX, but when i fitted it it was too short, its tight and fouls the front caliper slider. Thats when it dawned on me that in fact i have ES/ESD front forks fitted, under slung axle V forward slung axle. Ive checked on the Fowlers parts site, and the EX does have a different part number for the cable to the ES. Please can anybody confirm the difference is in the length and not some other difference, and that the ES cable is longer.

Time to update. Ive fitted new piston and seals to the 550 M/C, fitted Wezmoto braided lines, and bled it through using a mittyvac. Brake lever feels fine, about 5 to 10mm of free travel and with the lever fully pulled in i have a 50mm gap between the lever and grip. The real proof of the pudding will be when i road test it, but that will be some time away yet. Alas the Blandit adjustable lever wont go anywhere near the 550 M/C, but tbh, i dont think its going to need it.

Thanks for the detailed info, and I hadnt given adjustable levers a thought. (adjust cable and/or shoes back in my day) Ive decided to go with the 550 M/C and have ordered a kit for it, ill see if the Blandit adjustable lever can be utilised on the 550 master, if not ill see whats about on the interweb. Worst case is, if it feels crap bin it, and find the right M/C.

Thanks, that gives me something to work with, ill measure the pistons tomorrow. Just by eyeball the 550 pistons appear smaller than the ET single piston, but the total area of the 2 smaller pistons will probably be greater than the total area of the single piston on the ET. If the 550 twin pot and the 1100 single pot have the same M/C bore size (5/8) but the twin pots have a bigger area, am i right in assuming the M/C piston stroke must be different between the two? If so what determines the stroke? Is it length of piston, the lever, or something ive not thought of?

The ET Thunderwagon came with no front M/C, i do have a Blandit 600 jobbie, but its a 14mm bore, and im lead to believe the ET would have been a 5/8. So my conclusion is, smaller bore = longer lever travel to push the right amount of fluid to get the front brakes to do something. Hmm, just how much extra travel do you get? I tend to panick as didly squat happens untill the last second. Ive managed to pick up a 5/8 M/C from an 83 GSX550 E. It came attached to a pair of twin pots and the ET Thunderwagon has single pot floaters. I cant work out if i am going to get a brake that slams on at a touch, or one thats going to just about work if i pull hard enough on the lever, or is the stoke the same and not make a difference? Unfortunately i have no original ET M/C to compare with. Any help would be much appreciated.

Youll find what you need Here. https://www.classiccycles.org/1852/597964.html

So its a GSX 1100 E? 1074cc motor with BS34 carbs. Pod filters and will be running a 4 into 1 with straight through muffler. Im guessing i need to upsize the jets, but where to start. Original mains are 107.5, im thinking to upsize to 127.5, original pilots are 45 and im thinking to up them to 47.5. Good starting point or do you guys think i should aim higher or lower? Oh yeah, 1 more question, no actually its 2. 3 of the pilot screws were siezed, i had to slot the housing to get them out and destroyed the scews in the process, they are the long type with no welch cap. I do have a set of the shorter type from another set of carbs, they appear to be idetical except in length, and fit into the housings. Any reason why i cant use them? lastly (and then i promise to bugger off and leave you all in peace for the evening) the pilot screw o rings, are they part number N133.037?

Ahhhh, thankyou. I was asumming that the contact was being made inside the switch.

How do they work? Am i right in thinking that with the engine off, i should have continuity between the OPS terminal and earth, and with the engine running their should be no continuity between the terminal and earth, provided the required oil pressure is present. I have tried 2 switches. When removed from the engine, one gives no continuity at all throughout the travel of the plunger, the second gives no continuity at either end of the plunger travel, but does somewhere in the middle, neither show any continuity when installed to the engine, with engine not running. Both switches Buggered, or am i not looking at it right?