Poldark

I'm in the US and have owned a few GS550's. I don't recall any having a vacuum actuated petcock but no "prime" position. Your bike could be a California model. Ever since the 1960's, that state has had environmental requirements for vehicles beyond what the federal government required. Is there a stamp or sticker mentioning California, CA, or CARB ? Your best bet would be to replace it with a new aftermarket petcock. Then "bin" that old "tap".

Keep in mind that he's in the US where we never got the "GSX" designation on the 4 valve engines. My 1982 with a 4 valve engine is a "GS750E".

Yesterday I checked the fit of a L model grab-rail, it did NOT fit the GS550E frame. So you either have to locate the rare part, or take another attempt at fabricating one yourself.

Auto parts stores normally sell small packets of brake grease for cheap. Looks like a fast food condiment packet: one is enough for the whole bike and it's the correct formula.

The GS550L (cruiser style with stepped seat and chrome rear fender) came with a chromed wrap around grab bar. I could take one from an '81 GS550L and see if it will fit up to my '78 GS550E. Just give me a few days; we're recovering from the effects of an ice storm.

Welcome to OSS.

I'm not very familiar with the Katana version of the 550; they were rare or not sold at all here in the US. On other 550 variations, there were considerable design changes between 82 and 83, so very few parts interchange. When looking for parts online, keep in mind that the same model may have been used different model designations in different parts of the world. And like Toni just said; go introduce yourself.

Is there any evidence of states without inspection requirements having higher accident rates? Although some states don't have inspection requirements, they still can require certain standards for vehicles driven on the public roads. For example, a police officer can cite a driver for non-functioning lights. Most vehicle accidents are found to be operator error, not equipment related.

HUM, I could sponsor you for immigration to the US and get you out of that bureaucratic nightmare. You should be able to qualify for motorcycle refugee status. Some states here don't have any inspection requirements.

1979 http://www.suzukicycles.org/GS-series/index.html?GS850G.shtml~isoraami Follow the link and click on "GS850" on the menu bar on left. 79 was the first year, 80 went to CV carbs and electronic ignition.

It's a little rough but you have a platform to start a project. Make sure to go make an introduction post in the "general chat" section, and you'll be more likely to get answers to your questions. Don't be a "one-post wonder". (ask question, members take time to answer, then never hear from you again)

But we're Americans; we are used to covering large land distances. I'm just dreaming big.

I'm proud to "be an American" but I'm not proud of many of my fellow Americans. Oh well, more old Suzuki's for me.

Please don't be another one-post wonder. I get excited when I see new American members because I look forward to seeing OSS-US being built up like OSS-UK with the get-togethers and parts trading. But no; it's one question and they are gone.

I was in elementary school when that was going on, but an article I read about the GXSR development is what I based that statement on. It was 1985, right? Maybe we didn't get it that year, but then it then but then it was released here in '86 during the last year of the tariff? I think we didn't get the first year water-cooled GSXR. We did get a whole bunch of chug-chug-chug H-D's is different configurations.

say what now!?, I'm sorry about coming off like that. I mistook you as having an elitist attitude; I thought you were questioning his project choice as a wasted effort because it wasn't up to your standards. For short rides, I really like the gs550, but it is somewhat lacking in power. The GS650E (chain drive) was about the size and weight of the 550 with performance approaching the 750. Another issue was keeping up with the competition. For example, H--da had good sales with the CB650, why loose a market segment to another maker? There were very few unique components in the GS650E. Most of the major forgings and casting were shared with other models; so not that difficult from an engineering and manufacturing standpoint. Suzuki and others offered 700's during the mid eighties. At one time H-D was the last remaining American motorcycle manufacturer. They nearly went out of business but they had new designs ready for production. The US government placed a three year ('84-'86) import tariff on imported motorcycles 700cc and larger in order to give H-D an advantage (they came back very strong mostly due to aggressive marketing and image). The imported brands responded by a slight reduction in bore size on their 750's; thus the number of various 700 models (699cc). A few got models got around this by using US based assembly plants. [ I have a US made '86 VN750] When Suzuki came out with the GSXR750, they decided to leave it as a 750 and the tariff would just be factored into the cost. My first Suzuki was a GS550 with a complete chain drive 650 swapped in; it worked great. One down side is loosing the six speed transmission. The larger issue is availability; the GS650E was only made for two years ('81-'82). If the engine is still in the bike, no advantage to swap it over unless there is frame damage or title issues. Many more used 550's and shaft drive 650's to be found. Shaft drive GS's are not as popular as vintage bikes as when they were new. Thus pulling top end off a shaft drive 650 and installing on a 550.

I went to the dealer for parts today too, but I didn't have to drive near as far. I enjoyed looking at the new stuff but it's just not for me; I'd rather acquire some non-running for cheap price and bring it back to life. Wife and kids were with me; got bombarded with wishes for a 50cc dirt bike or four-wheeler.

The shaft drive and chain drive 650 engines had lots of engineering differences. Different cases (chain drive used same case as 550 engine). The chain drive engines had full roller bearing crankshafts, the shaft drive models have plain split-shell bearings. There are a few other differences. Different cam profiles is not far fetched, as our shaft drive model was touring oriented. The cams would initially be forged the same, then ground to different profiles. He already purchased camshafts with sprockets from a chain drive 650, so why not use them. No one is trying to set the world alight with the 550/650 engine combo. An oil cooled 600 would also be a six speed with comparable performance; not to mention they are widely available at low cost. Look a bit harder and spend a bit more and you can have an oil cooled 750 with "REAL" performance. With the extra power of the 750, you may want to upgrade the wheels-tires, suspension, and brakes. Some on OSS go that route and end up with a cool custom bike. If performance is really the driving issue, just buy a used GSXR750 and get it into good working order. Others may prefer the looks of an older bike with an air cooled engine. Some may be more comfortable with engine work than fabrication work. Thread is titled "550/650 Swap". If that doesn't interest you, why are you wasting your time on this thread? Spend that time prepping your GSXR1460 for the next race.

Not much in the way of mechanical trouble spots with these engines. Weak point was electrical, but that can be done with the engine in the frame but slightly easier with the engine out. To get the most out of your modification without adding extra expense, do the mild port and valve lapping like Wraith suggested. Good time to check and correct valve clearance, although it can be done after engine is installed. I'm not a carb turning expert. In my experience, factory jetting is one size too lean. If you are going to run aftermarket intake and exhaust, you need to go up a size. So, in all at least two sizes larger. You can't go wrong with a Dyna S ignition system on a GS engine. A stock electronic ignition is fine too. I like old style breaker point ignition for its simplicity, but it lacks high rpm performance.

This is about the type of bike I think you are trying to build and how you will likely ride it. Aggressive solo riding. Long interstate highway cruising with luggage and a passenger is what your RoadKing is made for. Notice the word "racer" in "cafe racer"? I assume you will be aggressive on the throttle. The high-end cam is best suited to those condition. The Chevy small block V8 has long been a popular hotrod/ muscle-car engine in America, so I will use it for my analogy. The GS650E has the hotrod/muscle-car 350. The GS650G is the 350 in a truck. The GS550 is a 305 in a regular passenger car. You have a passenger car you want to build into a hotrod. You're going to pull the 305 out, and upgrade to a 350 that came from a truck. Do you want your car to run like a truck, a passenger car with a slightly larger engine, or a hotrod? For our friends outside North America: 305 and 350 refers to cubic inch displacement. 5.0L 5.7L The GS650G and GS650GL were shaft driven models. The GS650E was a performance based chain drive model available in American market in 1981 and 1982. The E model uses the same engine mount points as the 550 but it is a 5 speed not 6.

That sounds about right. The shaft drive 650's were touring oriented so performance was focused on low and mid range torque, and smooth running. You bought a set of GS650E cams and sprockets for a reasonable price; they should give the best results. You own and ride H-D's, that's the prime example of low end torque. A fun experiment would be to drag race the Sportster and the GS550/650. I'd predict the Sportster to initially jump out ahead but then your 550/650 pass it and win. I'm starting work on a VN750, but we don't discuss that here.

You seem a little confused. Maybe I can clear this up. Do NOT use the GS650GL cam sprockets (engine will destroy itself), but you could use those camshafts IF you change the sprockets (engine will run, but you can have better performance). If you have the GS650E cams and sprockets; they should be your best option. GS550 cams and sprockets have been known to work well with the 650 conversion. 700 or 740. Think of having close to a 750 in the size and weight of 550. Worth it? Depends on how much time and money you have budgeted. Not just the cost of the pistons, but paying a machine shop to bore and hone four holes. If your cylinder bores are pitted or worn out, you might as well go ahead and do it. I think the 740 requires non-stock head gasket. If you do the 650 conversion, and don't get carried away with "race" stuff, you should end up with a fun and affordable street bike.

On a street engine, I don't think you would benefit that much from degreeing the cams; the time and money could be spent better elsewhere on the bike. In the US, in 81 and 82, we had the GS650E, likely the same engine as the 650 katana. Entire top end should be a bolt-on onto same year GS550. Top end from shaft drive GS650G will work, but you can't use the cam sprockets. Best off to use 550 or chain drive 650 cams and sprockets. Pre-81 GS550 engine lower can be used but will require removing aluminum from the upper case to allow the larger 650 cylinder liners to fit. Kruzin Image sell 650 overbore pistons increasing displacement to 700 or 740. By the way, 109, what part of the country are you in?

I'm not a fan of fairings either. The bike would look better without it. But he's in Canada; it gets cold there, really cold.

There are simple inline fuel shut-off valves, normally found at hardware stores with the lawn mower parts. Cut your fuel hose between the petcock and carbs, and install the valve. Simple on/off operation. Sounds kinda redneck, but it will get the job done.