Motovalet

Well, inlet rubbers for a 750 are just not available? So, I’ve dropped my 750 fuel injected model cams into my 600 motor, timed them up same as the stock 600 ones and it runs fine! A little bit fluffy on tick over but definitely feels more responsive than before. Ultimately what I’m going to do next is drop my 600 head (with 750 cams) on to my 750 EFI motor and run the 600 carbs. I’m not 100% sure on this but I may need to swap the ignition rotor too as apparently the EFI timing is different? I’ll use the 600 loom and a 750 carb model ECU too. Only real issue I can see is that the 600 carbs may need the needles height altering or possibly bigger mains?? What’s the “kit” airbox, where do I get one and what’s “ignitech” too please? Flat slides are out of my budget just now but I may look at titanium header pipes from a later K model to mate with my Scorpion can which morphed into Akroprovic at a later date but they are essentially one and the same.

SRAD 750 motor with SRAD 600 head, SRAD 750 cams and 600 carbs, 600 CDI...... will it work??

Anybody tried 600 carbs on a 750??

Right, I cannot find 750 carb inlet/intake rubbers anywhere, only the EFI ones for throttle bodies! Has anybody got any experience of running 600 carbs on a 750 motor? Is there a big step in fuelling that will need jets to overcome or will they bolt up and work ok? In the meanwhile I have swapped my 600 cams for the 750 to see if there were any gains? Exhaust cam is identical in both motors, the 750 inlet is lumpier though! Set it all as if installing 600 cams, no piston to valve issues and fired right up, tick over is a little erratic but definitely feels as if the power has moved rather than increased? I guess to do this properly you need adjustable cams that can be properly timed? I’m going to run it until either some 750 carb rubbers turn up or I just decide to bolt the 750 motor in and see if it’ll run with 600 carbs!

Correct but I also have 750 carbs, airbox and 750 carb model CDI. As far as I’m aware no changes need making to the crankshaft trigger/rotar set up? The key thing I’m missing are carb inlet rubbers which is why I’m also wondering if it will run ok with the 600 carbs instead?? I’d also like any info on running 750 cams in 600 to see if there are any gains to be had doing this as an interim upgrade, pending full motor swap?

I’m using the 600 loom, plugged right into the 750 33E CDI, basically just want shove carbs on an EFI motor and from what I can see, if I just use my 600 loom, stick coils and 600 thermostat housing whilst ignoring the cam sensor connection, it should run? Problem I’m having is finding some good 750 carb inlet rubbers! I’m wondering whether it would run ok on 600 carbs with stock settings too? In the meantime whilst I hunt down 750 inlet rubbers, I’m curious to see if I swap the 600 cams for the 750 cams (with cover to accommodate the cam sensor pick up) whether it’ll run any better? They fit ok and there doesn’t seem to be any piston to valve contact, what’s folks opinions on this, anybody done this?

I bought what was sold to me as a ‘97 carbed 750 motor.... it’s not! It’s a fuel injected 33E 750 motor complete with longer exhaust cam, different cam cover, different thermostat housing, three wire neutral/clutch switch, no carb take off point on back of barrels for carbs, cam shaft sensor etc. I have a set of 750 carbs and the correct 33E CDI. Am I correct in thinking if I swap out the thermostat cover for the 600 one, ignore the cam sensor, fit my 750 carbs (with vac pipe for tap), use my 750 CDI that it’ll run?? Secondly as an aside, can you simply swap out a 750 set off pistons and barrels and use the 600 bottom end, carbs, head, CDI and loom etc. I know it’ll be a strangled 750 but it would be a little more powerful than a 600! Or maybe use the 750 barrels, pistons and carbs with everything else 600? Alternatively can you drop 750 cams straight into a 600, any good or not worth doing? Thanks in advance!

My '87 GSX550ES needs an exhaust system as the old Motad Neta cracked and the collector box is rotten! The headers however are all good and solid. From what I can see the only new option available to me is a Marving 4 into 1 which I'm happy to order up but, Marving are closed all of September (Italian Factory) and if I ordered now I'd be lucky to get it by the end of September according to UK supplier Exactrep? I'd like to keep the old girl on the road for what's left of Summer and wondered does anybody know if another system from another Suzook would fit? I read somewhere online once that someone had fitted a system from a GSXR600 SRAD, but I can't find it now? Ta, muchly in advance.

I’ve had no interest in my Little GSX550ES or my 600F rolling chassis and I want a project to while away what’s left of Winter! My question is, would my little 550 motor fit in the teapot frame? A daft mix maybe and in an ideal world I’d want an 1100F in there! Alas, as on a budget as in skintsville, is this a viable, straightforward swap?? There’s plenty of space but it might look a bit lost in there or need lots of brackets / engine mounts making up? Views, opinions and pointers please? Pics of both are attached.

I swapped out my tired old baggy rear shocker for one I had fitted to my old teapot 750 project, it's a Showa one from a VFR400 I think? It looked a similar size and went in without too much drama but it's clearly shorter than the original as my bike now sits a good two to three inches lower on the back end! Looks like a drag bike now! Does anybody know of any other Suzook rear shockers that would be a direct bolt up replacement? I don't mind raising the rear a tad so slightly longer would work a treat :-) I know I can buy a Hagon, Wilbers etc. but there all knocking on north of £300!

Yeah it is scary how time passes by, one minute I was 17 now I'm in my mid 50's and turning into a right old moaning old bastard, nightmare! I like this little 550 though, not many about and it actually handles a treat now with proper wheels in it, but would be a belter with an oil boiler in it! Thinking about maybe getting hold of an old 550 frame to play about with getting the motor to fit and then maybe buying another 550 as a donor bike, if I can find one! Summer projects are best for me as I don't have the luxury of a shed with power and light and it's quite nice faffing about with bikes on a Summers eve with a couple of beers or two! I've shelved the the idea of re-creating the 750ES as I can't find a decent one to use as a base for love nor money, plus I've never seen a 550 modded before? Did love that old 750 though, here's me a lot slimmer and younger with the bike at the TT circa 2009 from memory?

I had the 750 around 2008 from memory, bought it from a guy in Nantwich, Cheshire. I'm part way through this now :-) '86 GSX550ES with GSX600 (teapot) rear and GSX750F front end. I have a rebuilt long stroke 749cc Slingshot motor on the bench but it looks far too much of a squeeze to get in this frame! Goes pretty well with this old 572cc air cooled motor in it if you rev the nuts off of it! :-)

My old bike! 750J motor, JMC arm, Bandit running gear, was like this when 1st built! Should never have sold it! Sounds like somebody shoved the shitty old running gear back in then at some point?? Looking for another decent 750ES right now, have the motor and running gear already to go in :-)

Well, as it stands right now, I have a stock long stroke 749cc GSXR Slingshot motor in my 600F teapot with GSX750F 36mm carbs (bst36s stock GSX750F settings) and a four into two into one Nikkon Strada pipe less link pipe and end can. The carbs have just the old air box inlet rubbers fitted and the bike starts and ticks over ok but until I get the end can and the filters sorted I'll not know how far off the fueling is? I was optimistically clinging to the hope that Ramair sock type filters over the air box rubbers might replicate the air box and be more restrictive ie breathe less than say pod filters and therefore see if I could get away by just maybe altering the needle height? There are plenty of videos on YouTube whereby folk have either taped over pod filters or inserted washers etc. to restrict air flow and gotten them to run well without messing with jets. Obviously doing this is not the way forward if you're after more performance. In my case I want the filters for aesthetic reasons and not out and out performance, I'll be getting that anyway by swapping out the 600 motor for the 750 one!

Well I've got this old GSX550ES.... done the front end and wheels and have an old 600F teapot motor laying about after I swapped it out of the 600F frame for a 750 Slingshot, I know there's not a massive hike in power over the 64 BHP the air cooled motor makes compared to the 80 odd BHP the 600F lump allegedly makes but if it works then logically with a little more fiddling a 750 or even a B12 motor could be made to fit?? Never seen a 550 with an oil boiler in it before. I've owned the GSX750ES with a Slingshot 750J motor in it though and that went well and handled on it's Bandit running gear :-)

Ok, thanks for that. Checked the carbs earlier and yes they are 36mm :-) So head to Dynojet to buy a jet kit then? No mileage in just fitting the sock filters over the old airbox boots and moving the needles then?? :-) Seen stuff on YouTube where folk have managed to get K&N pod filters to work without jetting by fitting reducer washers inside the filters or by taping up the filters??

I've got 750F carbs on my GSXR750L engined GSX600F, I thought the carbs were 34mm, maybe they are 36mm? Anyway, did you alter jets, needle height, air screw settings etc. Looking for pointers as I intend to use Ramair sock filters on my motor. What pipe set up have you got as well, I've currently got 4-1-2 headers but yet to source a suitable can, any guidance appreciated! Thanks in advance :-)

I'm part way through my GSXR750 Engined GSX600F "Teapot" Cafe Racer project and need some advice on carb set up to run Ramair sock type foam filters. The motor is a 749cc long stroke Slingshot motor with BST34mm carbs lifted from a GSX750F, they have stock jets, needles etc. As it sits at the moment I have a Nikko Strada 4 into 2 into 1 headers and collector but no link pipe or end can as I need to find a suitable link pipe to fit over the 53mm collector pipe (they all seem to be either 48 or 51mm) but that's another question. So, bearing in mind the exhaust is less an end can at the moment, what are the base settings on these carbs to run the Ramair filters? I've chosen these over K&N's as researched knowledge has lead me to the conclusion that I'll never get CV carbs to work with K&N type pod filters as the air flow lifts the slides too early or something?? Before I'm flamed and told to stick the air box back on, I'll hold my hands up and say I'm doing this purely for appearance and aesthetics :-) Am I right in thinking the foam sock type filters will "mimic" the original air box and not increase the air flow as much??

Well, I thought of this as I have a 750 long stroke L motor on my bench but I'm putting that in my 600 teapot instead as it's an easier swap. I know they go in the 750Es frames as I did one a few years back. When I measured up the 550's frame it looked as though the GSXR motor would be too tall and possibly foul the tank? For the Schwantz rep look it needs to be air cooled I think and that's why I'm wondering if it'll fit? I had a quick scan of fleabay but no 750ES motors listed and haven't found any in the breakers around my way to measure up :-(

Here's my 550ES following swapping out the complete front end for a GSX600F front end with 750F top yoke and clip ons and a 600F rear wheel, torque arm and caliper. Handles and brakes now! :-) Struggling to get the original half/bikini fairing to fit so as short term fix have used a rectangle RD125 headlight, not ideal but it sort looks like a baby EFE from a distance providing you squint!! I'd like to make a Kevin Schwantz GS700ES replica having done a UK spec GSX750ES/GSXR750 build previously. I think the lines of the 550 follow the US market GS700ES a bit more faithfully than the UK 750ES model. With this in mind, I'm wondering if the UK spec GSX750ES motor would fit the 550 frame, anybody done this or know if it's a fairly straight forward swap??

Well all bodges, silicon, araldite, milliput etc. have failed miserably and it's now blindingly obvious that the head has to come off and new tubes and OE O rings need to be fitted along with a new head gasket I guess, which is annoying given that since the rebuild this gasket has seen a couple of engine starts only, damn!! I'm not sure it'll be that easy doing it in situ in the teapot frame so it's going to have to come out of the frame and in view of this I'm shelving the the 600F/GSXR750 sleeper project and going to try instead to shoehorn the motor into my '87 GSX550ES and use the teapots front and rear end as well, not sure if it's a straightforward swap though or even if the oil burner will fit in the frame, worth a go though and probably a lot more sleeper like than the old teapot :-)

Well all I know is the motor is running like a charm with the turned down valve in , plenty of compression and no issues so far ;-)

Yup, that's right, turned it down, machined it, pressure tested it in the head and fits and seals perfectly! Looks just like all the others too! :-)

I got hold of a couple new inlet valves off of eblag in the end and got a local engineering firm to turn them down to fit as exhaust valves :-)

Grr.. so the GSXR750 motor in my 600 teapot has started to weep oil at the top of one of the return tubes that run from the head to the sump. I really, really don't want to remove the head again and think I must have nicked the new o ring during the rebuild, my question is do folk think I'd get away with silicon seal around the outside of the tube? It's not under pressure and heat won't be an issue as I have used silicon to seal my expansion pipe manifolds on my X7 two stroke sprint bike with no issues. Failing the obvious, strip and rebuild I'm open to other suggestions!