Ted M

Which gear is that one, I might have a spare one from my gearbox rebuild if you need it.

Here you go

Hi Steve here you go Primary reduction ratio 1.565 (72/46) — Final reduction ratio 3.000 (45/15) — Gear ratios 1st (Low) 2.384 (31/13) — 2nd 1.631 (31/19) — 3rd 1.250 (25/20) — 4th 1.045 (23/22) — 5th (Top) 0.913 (21/23) —

Black with shiny bits you know it makes sense

@Brokenbill, just checked Partzilla in the States and they have 3rd gear input and output for the 1200 @ $190.

I weighed mine a while ago and the weights are the same as posted here 298 g for Blandit 1200 pistons, rings, circlip and pin and 344 g for Wiseco 81mm 12:1 pistons complete with pins, rings and circlip. I am wondering about the rev limit for the engine as like @Oilyspanner says it's quite a bit of extra mass in the engine.

Many thanks for the replies I’ve got the blandit 1200 whirring loom and ECU so I should be ok

Thanks Zedhead I was just erring on the side of caution to see if anyone had any reliabilty problems in the upper rev range.

I've got a Blandit 1200 engine bored out to 1216 using Wiseco pistons. Will the standard rev limit be ok with these or should I reduce it a bit? Many thanks in advance.

I am in the process of installing the clutch on my bandit at the moment and I wish I had seen this last week. It would have saved me £40 odd quid. I bought a new clutch spring holder and 3 screws. My original clutch spring holder only has 2 holes in it, I thought it was a cock up or machining error at the factory so I got a new one. The new one only has two holes in as well so I rang up Robinsons and the lovely lady tells me that it is correct and that Suzuki changed them to 2 holes years ago.

The O ring in 1 is very thin possibly 2-3 mm I don't know the diameter. There is an oil seal behind the silver disc that you mention it is number 15 in the top picture .

If this is a B12 engine then an oil seal goes over 2 in your picture (it is for the clutch pushrod) and an o ring is needed for 1 in your picture. The O ring is part 46 in the diagram below (top) and the oil seal is part 25 in the diagram (Bottom).

I was doing some maths last night (my head hurt this morning) and I have calculated the compression ratios of the DOT head with 1216 Wiseco pistons and Cometic head gasket as 14.8:1. This was without calculating the volume of the valve cutouts. so it may be a little lower but not much. I double checked my figures and calculations against the B12 head and I arrived at 10.9:1 which is as near as damit the advertised figure. The volumes of individual combustion chambers are: DOT head 21.5 ml and B12 is 29 ml. I was quite surprised at the difference.

Will do @dupersuncthanks for pointing this out. This was one of my reasons for choosing Wiseco as they are advertised at 11:1. Having read the posts etc some reckon that a DOT head would take the CR up by one point which would have given me 12:1 ish which would be ok for street fuel.. JE have got 2 types to select from 11:1 and 13:1 this was why I asked the original question of what make was being used. If the Cr is too high it gives me an excuse to get another engine and use the DOT head on that one. Of course I will need to get another frame to go with the engine

Many thanks for this, I have three cam profiles to try B12, GSXF 750 and GSXR 750 Slingshot I will post the results on here when I've done.

@vmaxCould I ask you the make of your pistons. I have just had my B12 bored out to 1216 and I'm using Wiseco pistons and planning on using a DOT head with them.

I'm in the process of rebuilding my engine and I've just put the crankcase halves together. As Dupersunc says tip it on its head remove clutch and sump the split the crankcases. With reassembly I kept it on its head with the crankshaft in the top half. I then put the two gear shafts and selector drum and forks in the bottom half and held them in place with a length of string then joined the two halves and slid the string out. I wish Id have done more photos, if you want I'll photograph the hidden nuts etc when I get home and upload them

I have an Excel spreadsheet that calculates speed etc with different sprocket sizes I can let you have it if you want

Old Brit bikes run on coal - things have moved on since steam power was popular! Explains the demise of the British coal industry then. I think I may have found somewhere that will do the valve seats I'm waiting on a reply to my email. Thanks anyway mate

Thanks for the reply. I'll need to clean them up first to check. The head was in quite bad condition and there are spots of rust on the seats. I have heard of old British engines having new seats I just wondered whether it was possible on this one

Before I chase my Arse down a dead end I need to know if you can replace valve guides and valve seats on an oil cooled head. I have a feeling the answer is yes which is good news. If so can anyone recommend an engineering firm that can do it. Many thanks

I doff my cap to you sir. Awesome .

Cheers FBOB I'll peruse their merchandise and as Oilyspanner says no VAT

What place is that, it's the cheapest I've heard of them offered in Europe