Poldark

Joke was on the website's misspelling of caliper as "cariper". Sorry, I was a bit slow on that one.

It's a dealership in North Carolina, USA. Or was that a joke? It did not translate.

Welcome to OSS.

Welcome to OSS. You should be able to find help in the forced induction section.

You can do better than that at the dealer parts counter. Do you have a Suzuki dealer nearby? Don't expect them to have parts for your bike in stock, but they are connected to the entire Suzuki parts network. My local dealer has online parts ordering with free in-store pick-up. There's also a few dealerships out there who specialize in online parts sales, and their prices tend to be lower but they charge shipping. Here's an example: https://www.mrcycles.com/oemparts/a/suz/50d3ff8ef8700230d8b4dfb4/rear-caripers

The standard (generic) definition of annealing does include slow cooling. Most of my engineering training focused on steel. The cooling rate is very important. Heat a piece of steel to glowing and quickly submerge it water will leave it hard and brittle; opposite of what annealing should produce. However, the subject at hand is a copper gasket. I just went and read that copper can be annealed and followed by a water quench without inducing too much hardness and brittleness. Ok then.

Heating a material then rapidly cooling it is a "quench". Annealing is heating then allowing a slow gradual cooling. But this is where I stop due to lack of real race track experience.

That one looks like a chain drive. In the US, we had the GS1000 available in a few different configurations with chain or shaft drive. The bike has round slide carbs, so it should be fine with pod filters. CV carbs can be problematic with pods. "not worth much" is a relative term. It might not be a hot collectors item bringing the big money, but get it running and it could turn a nice profit. Or better yet, keep it and enjoy it, and make it yours. A lot of the chain drive GS1000's were turned into drag racing bikes; you could have a street bike with a great engine.

Looks like a very nice bike for $600. Get it running and you should be able to sell it for a nice profit. Or... it would also make a great base bike for a custom. Get it running, ride it some, then YOU can make that decision. And welcome to OSS.

Welcome to OSS. Very impressive bike.

Hey new guy, please don't be another One Post Wonder. We've had too many of those in the past few months. They take the time to sign up, ask their one question, and then disappear.

That's the way it's done at my local bike shop. It works great for getting the piston out, but leaves a mess of grease to clean up. I'm not aware of any direct aftermarket replacements. Rebuild kits are the normal way of dealing with motorcycle brake calipers. Sometime a good cleaning is enough. If you're looking at doing an upgrade; with a little work, a latter model multi-piston caliper can be fitted. Re-engineering is the essence of OSS. All my trucks have been Ford F-series, but compare the production numbers to our vintage Suzukis, there's no comparison.

50 states, 50 different inspection standards ranging from fairly stringent to none at all. Even in states without a vehicle inspection program, the vast majority of traffic collisions are caused by operator error and not faulty equipment.

That's correct. They were also jetted too lean; all about meeting the emissions requirements. Mixture screw plugs are easily removed, needles can be shimmed, and jets replaced.

I asked the same question a few years ago. Here's a link to the discussion.

"found my limits as a mechanic" ? No, you just raised your limits. Next time a situation like this arises, you won't need to take it to the shop.

Looking at you photos makes me think early eighties gs550e. At least here in the US, the 8 valve engine and snow flake wheels were no longer available in 1984. Maybe it was still available in other markets, but I'm leaning toward 80-82.

That should be the best way to disable the anti-dive system. Suzuki banjo bolts are normally M10-1.25 so easy enough to replace with a solid bolt and keep the vintage look.

Maybe it was intentional to get motorcycle riders in different English speaking countries to argue with each other? It doesn't make sense to give the same model different designations in different markets. I really like the styling of the mid-80's Suzuki air cooled motorcycles; they were the air cooled model fully evolved. We just don't see many here in the US.

No, I have one similar to this:

The forks on my 750 have the air valves for adjustment; or was that a reference to mechanical spring preload adjustment. Mine is a US model, so it could be different.

Perhaps I spoke too quickly before getting the facts. I recently acquired a 1982 GSX750 (GS750E here in the US) and I'm working on it to get it running. As I look for parts, I'm finding quite a few parts in common between the 750 and the 1100. I don't have access to an 1100 model for comparison, but the photos I've seen look very similar. Thank you for clearing that up. Now we are way off topic.

I'm thinking that was something the dealer made up to justify the difference in cost between the 750 and 1100 models. Both are essentially the same motorcycle, but the 1100 gets larger bore and stroke, and an aluminum swingarm. The difference in manufacturing costs would not be that much. In some countries there may have been higher import tariffs and other taxes included in the price of the 1100. If the truth were to be known, the 1100 was sold at a higher profit margin but the dealer wanted you to think you were getting a lot more.

Spacer goes on top of the long spring, inside the fork tube, before installing the top cap. Make the spacers a little longer if you want more spring pre-load for a firmer ride. 46mm: that's a heavy duty fork. You have a source for them?

You would need to add a spacer. It could be made from metal tube or even PVC pipe. The length of the spacer would be the difference in length between the old and new tube.