buff
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Posts posted by buff
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19 minutes ago, mark35gun said:
maybe efe internals in the et housing, not measured or anything just thinking out-loud but i think the "heads" are a similar size???
efe ones are a lot smaller
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35 minutes ago, wraith said:
If your just going to using the frame and bodywork ever 1100 or 750 will do the job, both frames are the same size BUT I did get told the 750 had thinner tubing? But this is hear say and I can't say one way or the other. The 750 dose have smaller forks but that won't affect you
Put a bandit 12 in my ET started with just a 1100 frame (all in projects
) and has been done many times so should be lots of info out there.
My Kat is the 750 jap import and I've put the 1100 oil cooled motor in that and all the 1100 Kat parts (panels etc) all go on with no problems, and when I was cutting the frame looks the same size tube as the gsx1100et frame.
I got told about the thinner tubing by a suzuki main dealer back in the late 80's, but having cut a few frame about. Don't think its the case at all.
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More than enough room then even in the 750 frame.
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i drilled out the the drive on mine in the late 80's and fitted it with a 8mm socket head cap and nylock nut. Never came loose or leaked oil in 20 years of use.
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If i remember right the 750 has a smaller diameter swinging arm spindle (frame) everything else is pretty much transferable. If its the 1100 engine in the 750 frame might have to take the breather cover off the top of the cam cover to fit engine in frame.
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So whats best after this, fitting studs or just new bolts and plenty of copaslip ?
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19 hours ago, Reinhoud said:
With a big bore you don't need a billet clutch basket and all that stuff.
Personally I prefer an engine with a strong mid range, big bores are good for doing that..
I was originally going to turbo the engine before it went into the harris frame, hence the straight cuts and billet basket
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1 hour ago, Reinhoud said:
Did you get a higher CR? Hard to imagine you don't like it.. Or did you had different expectations?
No I just preferred on hindsight the lower tune. Going to 1260 with billet basket and straight cuts/branch crank / efe head etc was a big outlay and didn't give me anything back really other than stretched chains, great if you wanted to add nitrous and go racing. But over kill to me for a road bike. I blame being an impressionable 18 year old and superbike magazine
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43 minutes ago, R1guy said:
Interested to hear the reasons behind this...?
Cooler running, power cutting in was smoother. The extra expense didn't give me a better engine. Throw that into a harris frame and no room to fit a lock up clutch, no fun.
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I went from 1170, to 1260 and wished I'd never bothered to be honest. Just my experience.
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Depends how much money you want to throw at it doesn't it, whats the price of liners nowadays. 1170 with one replacement liner and you'd have money to sort out any clutch issues or maybe a cam re grind.
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Was told back in the day someone from a main Suzuki dealership the 1100's had thicker wall tubing than the 750's, once you've chopped a few about you realise its not the case. Just extra bracing on the bigger stuff . Definitely put GS tanks on 750/1100 EX/ET frames and EX tanks on ESD frames just by switching brackets.
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Looks like a Davida Moto conversion. Although im sure the adjusters used to have an outer lip on them.
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Very tidy
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Dont forget to take into account that modern wide wheels have a lower profile tyre. The maxtons i used on my last twin shock gsx where 385mm and that gave me about standard height
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Was thinking gpz 750, that gives 7mm offset. Then realized its for a 630 chain.
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found this on the net...... OEM: DS3-1.
Fits Suzuki 1977-78 GS550- GS750 (with KD/KOK ignition).
Set and forget - no more messing with points... creates a stronger more consistent spark.
1977-78 GS550 & GS750 bikes --- some of these models came with a ND (Nippon Denso) ignition advancer. For these bikes a different Dyna-S ignition system is required. How do you tell? Take off the points cover- the ignition advancer should be stamped with "KD" (Kokusan Densi) or "ND" (Nippon Densi). If you have a ND unit- see the DYDS3-2 ignition system below.
DYDS3-2 OEM: DS3-2.
For Suzuki 1977-81 GS550- GS750- GS850- GS1000- GS1100- GS1150 (with ND ignition) # 6 Rotor.
Set and forget - no more messing with points. Ceates a stronger more consistent spark.
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Plus 750 doesn't have the brace bar across the front of the engine, if i remember rightly. Local dealership once told me the 1100 frame was made from thicker tubing, but it all looks he same thickness to me.
gsx 750/1100
in Air Cooled
Posted
Also 750 forks where none adjustable