VJ
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Posts posted by VJ
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DOT heads were fitted to GSX750F's and the 'dot' describes the identifier, just above the head gasket on the side is a cast circle in the fins about the size of a pound coin.
Cams wise theres a lot of numbers on them but the only way to be certain as to what cams are what is to measure them.
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thats embarassing
i was quick reading specs in manuals i have and i was looking at bores not strokes 
turns out they are all 59mm stroke so in that case im good with anything except a powerscreen crank so long as the teeth are the same on the primary drive?
C'mon fellas, count ya teeth for me and we can add this info to the link Banoffee posted.
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ah good logic there CC, that saves a bit of hassle.
Banoffee, good information there but im not sure i agree with it, the gsxg crank i have in my dead engine is definatley straight cut primary. However it has 78mm stroke according to the manual....
That leaves me with the knowledge that the journals and big ends are the same across gsxg/gsxf/gsf cranks however the Gsx11g and Gsx11f have 78mm stroke instead of the bandits 79, but the gsx11g has a straight cut primary unlike the others.
looks like the gsxr1100 cranks from 89-92 have 78mm throw and the same journals and big ends, they are straight cut primary right?
Cheers
John
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in the quest for an easier to find spare crank for a gsx1100g project I have done a lot of research into oilcooler cranks, So heres the information ive found incase anyone else is looking:
Big end pins and bearing journals have the same diameters, service limits and thrust spacing are the same across gsx1100g, gsx1100f, bandit 1200 and gsxr1127 from 98-92.
Stroke is 59mm on all models, the b12 getting its extra cc from 79mm bore not 78mm. (58mm stroke on 1052, thanks Gixer1460)
Primary gear is straight cut on all exept the Gsx1100f.
Primary teeth count is where things also vary, the bandit 1200 and gsxr1100 both have 46 teeth on the primary, the gsx1100g and gsx1100f both have 44 teeth But arent compatible because of the helical gear on the gsx1100f.
I was going to start looking into possibly buying a powerscreen crank and clutch basket to fit into my gsx1100g project but have since found a cheap bottom end i'm willing to take a chance on.
Hopefully this info helps people and feel free to correct me if ive made a mistake or reply with anything that needs adding and i'll edit.
Cheers
John
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Id go for bore purely because then you only build the engine once and take the lid off later when you decide you want the cams aswell. If you do cams first its another top end build to put the big bore slugs in at a later date.
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can you not get different bearings to suit Tom?
Liking the look of it on those wheels though, makes it look a lot more modern.
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All sorted now, just under 100 notes to allens Performance and ive had no leaking issues since.
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Whatever you do, make sure you dial in cams that arent standard. Not dialing in 750 DOT cams into my Gsxg build resulted in 2 dropped valves, 6 bent valves, 2 cracked valve guides and a holed piston.
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anyone know the cheapest place to get genuine ones of these? im fed up of intermittent leaking from my carbs even though ive cleaned the tank and replaced the filter so i can only assume ive got an intermittent seating issue as the float height cant have moved.
Cheers
John
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A combination of an exhaust baffle and ive pulled the timing back a few degrees. Going on a dyno early August unless i can find one sooner then ill know for sure
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Well i was a nit of a fool and did more than one thing at the time buuuut...
Exhaust baffle out, stock pilot jets in and 103/105 and it keeps pulling past 8k all the way to 11
Just needto get a cheap dyno run now and see how many horses i caught
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Carb tops arent restricting it, got full movement on the slides and the throttle butterfly is fully opening. I redid the cam timing now i have a degree wheel and a more solid dti stand. Set at 103/105 now,i was aiming for 104 exhaust but ran out of slot in my diy slotted cams.
Putting oil in it later then giving it a test,not on a dyno but ill notice if it keeps pulling after 8k
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Hmm, i didn't see any but tbh i wasnt particularly looking for something like that. I'll pull the caps and check today.
Cheers
John
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Nah i saw steves thread and i was certain not to copy that bit lol
Cheers
John
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The cams measure within service limit for lobe and base circle combined measurements so i think thats ok, doesnt rule out a sharper grind taking the duration away mind.
Slides lift ok when i look in the back and give it a handful. What does a restricted carb top look like? These look totally stock tbh i cant see any non manufacturer quality bodges in there.
Cheers
John
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No thisis a fresh build using all gsx1100g parts apart from the powerscreen cams, my dot head suffered 2 cracked guides so that is underthe bench awaiting refurb.
I think i checked my timing after thread locking the sprocket bolts, ill check before i adjust the timing. Its going to have to wait until the weekend though now because i need it rideable for work. Ordered a proper degree wheel too not a 100mm diameter protractor.
Cheers
John
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yeah, it is a bit of a shock.
Its a homemade 4-2-1 using a bit of car exhaust and a set of zxr750 downpipes that i cut and MIG'd because nothing else fits thanks to the frame and engine combination but i did try my best to make it as smooth flowing as possible..
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7 minutes ago, Oilyspanner said:
It's peaking early. but doesn't fall away completely after... what ignitor box are you using ? - although power peaks early it's revving to just over 11k - GSXR1127s hit the rev limiter at around 10,800 (true revs) ….. dunno what's happening.
What's your exhaust like ? - even a poor design shouldn't kill the output that much .
It's not like your bike is making loads of bottom end and losing at the top …. it looks like a 750 Inazuma dyno run, or Swiss market bike - it does look like one or two things are restricting it VJ.
Its got the stock GSX1100G ignition box on it, seems happy to pull through but obviously its dying off before redline. exhaust is a homemade 4/2/1 with a open slash cut on the end.
@wraithi think your right, i should take it slowly one step at a time and put stock cam timing back in and see how it goes from that, i just find it hard to believe that im so down on power for just a couple of degrees.
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Its a gsx1100g (1127) with powerscreen cams, bst36ss and ramair socks, the fueling is good on the line, the compression is good and there is no ignition breakdown.
So why the hell am i not getting 125ish bhp and 100nm? I think i need to rework my cam timing quite seriously. stock powerscreen is 104/103 timing so I really dont see how 106/106 kills the top end so much, if anything i was expecting it to be a bit flat at low revs and a bit more peaky at high rpm.
Thinking about it: if my inlet is 2 degrees advanced over stock and my exhaust is 3 degrees over stock and this is whats causing the power loss.... If i put my slotted backplate in and give it 5 degrees of ignition advance would that solve it? or would that add more confusion as the cams are still advanced over the crank?
Cheers
John
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Best run of the day here. Im very pleased with how smooth the air fuel ratio is given its running on pods. The ammount of power and the peak of it is baffling me though.
Ive got 106/106 cam timing on powerscreen cams so surely it should be higher in the rpm range being advanced over stock. Also i seem to be missing around 40/50 horses. Id expect a discrepancy from manufacturers bullshit claim to actual dyno run with shaft loss but still thats a fair bit lower than expected. Compression is around 175 on all 4 and the ignition system is faultless.
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150s made a hell of a difference
It powered through to redline now with only minor stuttering at around 5k so im hoping its about there. Its going to have another dyno run tomorrow and Im taking enough tools to pull carbs and adjust needles/float height/pilot screws whilst im sat in the car park so with a bit of luck i'll have it properly dialed in
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Just put my gsx11g rat on the dyno, its got a homemade 4-2-1 freeflow pipe, ramair filters on bst36 cvs and powerscreen cams dialed in at 106/106 centres.
bottom end fueling is ok but after 4.5k it creeps up to 17:1 and then leans out even more up to 18/19:1. Im running 125 main jets at the moment, anyone know what size i need to bring it down to the 13:1 or so i need for peak power?
Im thinking of swinging past allens performance for some jetting tomorrow or sunday and picking their brains over the dyno sheet ive got here.
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Yeah its nice to get closure on exactly why it scrapped itself. I may play with timing in the future but probably only tweaking the inlet cam, i cant be arsed with doing both again for a while til i build the spare engine.
Cheers
Vj
gsx1100g/gsxf/gsxr/bandit 1200 crank compatibility.
in Oil Cooled
Posted
Editing opening post to cover all the information Ive found in the last few days on this.
If anyone can give me info on the 1052 and where that fits in then i'll edit it in?
Cheers
John