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Kara25

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  1. @wraithyeap i already have on order a 650G front camchain guide. Good news is that the rear guide is in perfect condition with minimal wear which seems weird because its actually the one that gets pushed toward the camchain in comparison to the front one but oh well. From what i gather here you must be one of the first persons who did this 550/673 swap. Is the difference in torque that much noticable that everyone says about the final hybrid motor? Is yours still holding up??
  2. @wraithMr wraith i assume you mean you put the 550 sprockets on a 650 camshaft correct? Are the 550 sprockets align normally on the 650 cam or did u have to degree the new cam/sprocket combo?
  3. Yeah the pic of the cams i believe is a little bit misleading bcs as you can tell the 650 cams have a bigger sprocket than the 550 so i cant tell for sure if the bolts are exactly the same alligment. I will have access again to the cams in a couple of days and look closely.
  4. Ok so i got an ongoing 550 to 673 project going on and tore down my 550. Besides a crumbling front camchain guide who will be replaced with a way better looking one from a 650G i also found out that my EX cam has 2 lobes below the service limit and one of my IN cam lobes has a scratch that my nail can catch... Originally i wanted to use the 550 cams bcs i like the high revving characteristics of the 550 cam profile but after those discoveries thankfully the 650G cams that came with the head are immaculate and well within specs so i am inclined to use those. So the questions are. 1. How in the name of GOD do you remove cam sprocket bolts???? I dont have a vice and as you can imagine is a nightmare! Those things are tight! Any tips or should i go to a mechanic with the cams so he can UN-bolt them and put the 550 sprocket on the 650 cams?? 2. The big question. The 550 sprockets (30) teeth will go into the 650G camshafts making the whole setup eventually a 550 sprocket setup but with 650G camshafts. With which mindset will be the motor timed?? Like a 550? Meaning counting 20 pins at TDC of 1-4 OR like a 650G meaning counting 19 pins at TDC of 1-4?? In general my question is what determines how a stock GS engine is timed? Its all about the 2 sprockets on top and the one in the crank or it tottaly depends on the camshafts themselves??? I dont want to mess with any cam degreeing etc as many others who did this swap did ,its way over my league just want if possible to put 550 sprockets into 650G cams and time the motor as a stocker without all the extra search for the few ellusive HP from cam degreeing. Thank you very much in advance!
  5. Digging around the web actually found some people who did the swap and figured out that people who went all stock on the 650 conversion using the 650E airbox had better results using 650 carbs (makes sense). But another guy who ended up with a similar setup like mine(4-1 550 exhaust and K&N dual filters) got the best results with 550 CV carbs WITH a dynojet stage 3 like mine. Obviously when you are ditching the airbox and oem exhaust all is going out of the window and you need the more fuel that you can get. Weirdly enough the 550 dynojeted carb user also used the stock pilot (mikuni 40) like i am running now as a 550 bcs the 42.5 that he upjetted in 650 specs made it run rich even as a 550/650 hybrid. Oh and trust me when you put the 150 and 155 mains from dynojet side by side they are CAVERNOUS in comparison to the 92.5 mikuni main a stock 550 has
  6. Yep it was more of a question targeting people who already did the swap and maybe have played around with both 550/650 CVs on the setup bcs i know THIS is the place for all kind of crazy zook swaps besides the gsresources
  7. Mr wraith thanks for the reply. Yes i know the mikuni bs32ss are identical on both bikes only the guts are different. Pilot on the 550 Cvs is 40 - 650 Cvs is 42.5 . The only reason i think my 550 carbs might work is the DJ stage 3 kit that i have installed on them giving me the adjustable needle. There are other variables including a pressed air jet not removable on the 650 cvs from what i gather... any more info from anyone will be appreciated
  8. Hello i am looking for opinions or knowledge om what carbs can be used on a 550/673 swap. Right now i have a set of my 550 bs32ss with an DJ stage 3 in them and the option of 2 mains. 150 amd 155. The 550 works very nice with the 150s and the needle on the 4th spot(one lower than DJ instructions).I am using on the 550 and plan on swapping to the 650 my marving racing 4-1 and my K&Ns RC-2382 dual lunch box like filters. The question of course is are those carbs capable to fire up the 550/673 and make it drivable??? The concern here is that a newly built engine with new rings etc will not be very drivable and not seat its rings properly.. i am sitting here with a rebuild 650 top end hesitant to tear down my 550 to start the process..want to have an idea of what might work or not to save myself from grief down the road. 650 CVS are out of the question used sets go about 350+ euros not counting rebuilding kits etc etc.. tried sourcing at least 650 cv internals but no luck either all i get are float bowls and tops.. Thanks in advance!
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