kev34

Thank you.

On the loose fitting of these cam feeds, is it correct to have the feeds from the oil pick up point both going to the inlet cams and then going to the exhaust cam? The lengths of the pipes would suggest that is the right way. I'm assuming the exhaust side will get plenty oil, I don't want to start up the engine before I check this first.

Really good display of oss yesterday, really impressed with the quality of engineering and style. Not sure who I was chatting to yesterday but I was the one after the slingy exhaust, rubbers and tank.

Like the forks, what are they off of?

Aahh!!! I feel your pain, I took my engine out to get just to give me more room to work on it, good luck.

I like the big tasty carbs

Most definitely, I will have a few questions to rack you brains

Not the exact ones that I was looking at, but just for reference

I've a few very slack threads for the exhaust studs and was wondering if anyone has rebored and tapped some of the threads in the head to accept 9mm bolts, as there seams to be enough meat left to do that. I can get m9 x m8 stepped studs, which could be screwed into the head and use the M8 for the exhaust flanges. Just a thought.

I'm going, see ye there

Yes, that period forks and wheels would complement the look of the bike.

Dakar here we come lol

That looks very trick, all good things comes to those who wait

Which front end are you going to use

Very trick swingarm and linkages

Cheers Dave

Can the frames be identified by the frame numbers, or what's the visual difference's between 750 and 1100 slingy. I'm trying to identify my frame if it is 750 so I can build a 7/11 #GV73B-104839

Where about did you get the work done and may I ask how much?

Thanks for our input so far, I'm new to this tuning game so just dipping my toe in the water to get some of your expert advice to see which options I have before I commit to what's best to do.

I had a 1216 turbo a few years ago and yes your right, loads of power everywhere but I had various niggling problems when out and about which resulted in the bike coming home in the back of a van. I'm looking for something that is, hopefully, more reliable and plenty of power

NGK for me

Going for 1260/1277/1340 I'm looking at new liners, some head work etc which I'm ok with as long as I find a good tuner to do the work. Carb wise I have standard 36+38 and also fcr 39, but for the road I would prefer loads of torque rather than top end (which is nice to have now and then) but midrange is where I'll be 90% of the time.

My 1100 slingshot is getting a little tired now so I'm looking to give it some TLC. I'm planning either a 1277 or 1340 big bore, any pro's or cons with either. To anyone that has done it which carbs did you find that was best for road use. Any recommendations on engine tuners to do the job. Cheers Kev.

Really good info here, great to see these pics to understand sizes

Iam working away from home and trying to gather as much info as i can to try when i get home again. I think the regulator is a malpassi? it probably has about 5 different fuel connections on it. Maybe something has happened to it with lying for so long, can these be stripped and cleaned? That could be an explanation that the carbs are overflowing as its getting to much fuel pressure. First thing that i could do is fit a gauge going to the carbs to check the fuel pressure. Is 2.5 3.0 psi a good starting point for the fuel pressure? Is there a way to check the rings before i start up again, can this be done with a compression tester? Edit, i recon ive just answered my own question here, i should have asked what would be the reading for a good compression test, bearing in mind i would have to purchase or borrow a tester. Thanks again for your help, Kev.