Captain Chaos

that's funny, I measured my '88 750 and a mates '91 1100 some 17 years ago and found out that my 750 was smaller (and decided to build a 7/11). Happy to be proved wrong though

later W frames also have the extra engine mounts on each side of the head.

38's are definitely bigger than 36's. And 750 '88 is the smallest Slingy, 750 '90 and '91 is same size as 1100.

take some good pics

@bigpantsbefore spending money on another generator, check this out: http://oldskoolsuzuki.info/archives/400

Hi and welcome Jussi. 1991 model is M, not L. And it's oilcooled.

Hi and welcome. - Remove the engine from the ET - install the ET engine in the '60s Norton - win [/end thread]

new clutch cable.

just do what I do. During the week for work I ride mostly Harley Parkinsons, then in the weekend even a stock EFE is a revelation of light weight and superior handling.

wraith beat me to it

fixed

Power Jet Circuit, GSXR750, as installed on air cooled gsxr750 w/ 38mm Mikuni carbs, 90-92 Power jet carbs – Mikuni’s great addition to a carb used in a high rpm application. The power jet adjusts high rpm mixture, in the gsxr750 – from 10 to redline, in 1/3rd the step of a main jet change. Changing a main jet, in the 38mm carb, as installed on the gsxr750, adds or subtracts up to 2% CO per main jet change – when the CO% needs to be adjusted in in .2%-.4% for best power attainment. Changing the power jet allowed much finer increments of change and, just as critically, happened to change the fuel delivery curve to what was optimum for the gsxr750 – something that would have required main air jet changes and other modifications to attain, but would still leave the main jet fuel delivery steps too coarse. http://oldskoolsuzuki.info/archives/category/tuning/carburetor

You're welcome leave the power jet alone, it's a complete headfuck to adjust properly, and with a small change in circumstances (cooler/warmer weather for example) they are off again. It is basically designed as a half size main jet, if for example 130 is too small and 132,5 too big, the PJ circuit can compensate for that. At least that's how I understood the explanation from the Suzuki tech dude at Nimag long ago.

Yes they look like 38's from a 750 L/M. And according to my 750L supplementary manual, 17D80 is for E-02, 15, 21, 25, 34, 53 markets. Which is UK, Finland, Belgium, NL, Italy and Spain by the way.

had a quick look at the spare 750M lump: 98 - 120 - 98

only way to be really sure is ask boilerdude

you ate MY cheese?

No it's not, please read the rules.

legally you have to give them a chance to fix everything, they said it's finished but it clearly is not. If their second attempt fails then you can ask money back or have it fixed elsewhere on their costs.

adjust the valve clearances before balancing the carbs

put piston 2 in TDC with valves closed, lock the crankshaft somehow (in 1st gear with locked rear wheel for example), blow air in cilinder through spark plug hole. You can now hear leaking valves through the carbs or exhaust.

My guess was closest. What do I win?

PM me your address and I'll send you an answer.

My (originally faired) one does not have it. My mate's naked one does. Now my little brain is confused.