Captain Chaos

Ok, thanks for the answers. Now we know in which direction we should look / work.

Welcome to group therapy. I didn't know they made frames, my GS1000 had a Dresda swingarm though at some point.

sorry but it ain't happening this year, I'm coming to NL/B in August, not July. I was really looking forward to going to Bikers' Classics but real life got in the way.

I'm not too sure about the tyre valve things either. Saulius explained it to me, and it seemed plausible. Basically the vacuum take-offs are too small, when he opens the throttle the fuel pressure comes in a little bit later than the boost. Anyway I suggested him to change it back to how it was and go for a ride, he did today, I met him by accident on the way home from work and he said it's still way too rich. So you suggest that the change in plenum shape makes a 30% smaller main jet needed? It was 132,5 and now with 105 it's still too rich. Stock jet size is 125 and according to those who know usually slightly smaller is needed with boost.

This thread is relevant to my interests. The 1127 came in late 1987 with the Powerscreen by the way. Same engine as the 1100K, but with different cams and clutch. And yes the 750J/K is the best frame, in stock form let down by the rear suspension. I fixed that with a shock from a 750L and had a very sweet handling bike. The WN was produced from sept. 1991 so that fits within your end of 1991 cut off date. But I guess fitting an oilcooled engine in one of those is too much headfuck for not enough advantages.

Check valve has no influence since it's lying in the bin. Now Saulius has changed the plenum a bit, the air is coming in from the bottom and not from the side. Together with the air pressure pipes/tyre valves these are the only mods this winter. Main jets were 132,5, everything was fine before, A/F around 11,5 - 12. Now with the modified plenum and vacuum pipes it is running really rich, with main jets 112 (Dynojet, Mikuni equivalent is 105) it is still too rich, constant throttle around 11, under load around 9,5 and it starts misfiring. Could the modifications with the tyre valves cause this richness? Or is there anything else we overlooked? He drained the fuel and filled up some fresh fuel, still the same.

actually that looks like a '91 750. In that case the bracket is not a straight fit.

Hi and welcome to group therapy. On the B12 carbs I have here, the small holed one is in the middle (in line with the needle) and the larger holed one is on the right of the intake bell. All this seen from behind (the airbox side).

I've had a 17 tooth sprocket on mine, but the sprocket cover needed one mounting point cut off. Around 15mm taller than a 600/750. Perfectly.

a bit of bicycle inner tube works surprisingly well

probably because everyone knows they will be pissed on sunday

all Jap bikes are restricted to 180 km/h, usually electronically. And above 80 km/h a warning light comes on. I think I read somewhere that the Kats and similar bikes from other manufacturers are restricted to 77hp.

of course you are. But leave the bikes in the van.

and if the smoke escapes.... refill it

Thanks Viz

That's good to know.

you can, just wash them in really old fork oil.

on all my slingshot carbs (6 sets in total) they are all the way down. Have you tried without the O-ring?

Hi and welcome. Your shock is from a newer bike, the '89 750 does not have a reservoir. To mount the reservoir nicely you need the rear subframe (the black tube thing holding the mudguard and stuff) from a '90 750.

No longer available guess I'm fucked now with that restoration project.

if you mean the white bits, they should go all the way down, in line with the venturi.

within the EU they shouldn't.

engine is a straight fit, only the bottom rear mount is 12mm on the 12 and 10mm on the 6. Cable clutch will work, carbs will work after rejetting (although B6 carbs are a bit small), exhaust might fit depending on manufacturer.

No. B6 and B12 frames are the same size.