Blubber

As this is OSS: the only advice "we" will give is to keep the Suzuki's ... and thus sell the other brands. In the real world that ^ doesn't work.. so it is up to you.. again

My limited knowledge of these early style igniters is that the ignition curve is different and fixed. I too think an "CDI" from another model or even brand but same era will work. Electrexworld might also have something suitable. Universal CDI with 10 curves

If i search for 32900-34210 this comes up. Upgraded CDI It states it fits these models: Suzuki GS650GL Suzuki GS650G Suzuki GS650GL Suzuki GS650M 1981 1982 1983 OEM Nummer: 32900-34210 ( 131100-2630 ) Repair site HTH

Yup. Noticed that too. It just shows how eager he is to get his bike back on the road .

Hi. Please post a picture of the bike and the component that you think is Dynatek. Pretty sure some will recognise the brand.

Pics or it did not happen

mmmh... Swedish girls Looks like a nice project (and a lot of space for it too ) Welcome from the Netherlands btw

Some of my colleagues pressed the wrong button by accident. He blames the beers he had I restored it.

Or still protection from shipping?

Hi Phil, As a suggestion: Make a project thread about it, Document your shenanigans and thus entertain every one with that, but most of all : Enjoy tinkering /getting it running. There always be work shite lurking .. that just pauzes project

That is a flower with prolapse

Neither are we

Sound like an electrical issue. Probably in the main harness or loom . Time to trace the switched power from the diagram

In other words: Think wisely about the engine positioning in the frame: more to the front is easier on the downtubes, More to the back is easier on the chainrun. Find a balance between .

Did the plate catch the cam?

Fuel "cap" Drain pipe. The free nipple on the 3 o clock position on the above picture. Atleast.. thats my bet

If you read all the jetting related topic, i am pretty sure the general consensus would be to have it set up on a rolling road. A proper opererator will get it running properly pretty quick. Ease of mind and such. A jet size around 135 for a aircooled 1100 with cv36mm seems a common size but there is a difference in flowrate between Keihin, Mikuni and the others. That was for Bandit 1200 - 36mm carbs on a aircooled 1100 . Local conditions, such as elevation and fuelquality, general state of carbs incl needle shape, engine tune plus filtration ( Pods / OEM / modified airbox ) and exhaust will give you a variable of +/- 50% on that jet size. Please document what you ended up with , with a AFR graph to help others with a similar tune

For me it will be a last minute decision.

"It's the good advice you just didn't take" Wasn't it

Only thing i can think of is that the polarity is wrong ? or a missing wire

Black lines matter The silver acts as an eyecather and therefor distract me from the rest of the features

I usually loosely fit all 4 of the boots to the head, place a ruler on the carbs side of the boots and align all 4 to the ruler and tighten the head side down. Earlier designs boots had a molding ridge showing for carb 1 and 2 on the 11 o'clock -ish position, for carb 3 and 4 on the 2 o clock -ish position but i dont know if that applies to the EFE

Nice , Tony

That is all depending on local conditions and manufacturers recommendations; Please refer to your manual.

Ahhh. Petcock for you . Got me