Sandman
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Posts posted by Sandman
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21 hours ago, HWB said:
Dup, do you know if other 1000s models have also the same fittings or is it just a k5 thing
Same fittings on most of oil coolers for GSXR. The K5/K6 oil cooler has a triangular skape and fits well inside the fairing. It will not work together with Yoshimura headers. The oil cooler will interfere with front wheel.
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6 hours ago, dupersunc said:
Run a modern Gsxr1000 cooler in the v of the belly pan.
This is the best option.
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50 minutes ago, Dezza said:
Cam covers? The 750 and 1100 slabby covers are definitely different as the 1100 does not have the removable breather thingy that all other covers have. It's cast into the cover.
And the cover with the removable cover is heavier...
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The 90/ 91 slingshot frame maybe taller than 88/89 frame. The longstroke engine is taller than the short stroke engine?
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Thanks. These are not for sale
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8 hours ago, denisd said:
What is rocket science?
Rocket science
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Here is all you need:
Valve seat cutter:
some pilots:
cutterblades from Goodson:
https://goodson.com/collections/valve-seat-cutter-blades
A powerfull elektromagnet and some cutting and welding.
Maker sure the rig is very stiff. If the rig is to soft, the cutter starts to vibrate and the valve seats will look like shit.
This is not rocket science.
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1 hour ago, wraith said:
You got a side and front pictures.
Not seen anything like them tops before.
That is correct. The jet needles can be changed by unlocking these top "screws".
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Can anyone help me identify these carburetors? They have a inner diameter of 38 mm and the distance between the carburetors fits perfectly to GSXR 1100 -89.
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17 hours ago, coombehouse said:
Do you have anymore info please. I've been considering making something like this for a while & any help would be appreciated.
Yes, just start cutting and welding. It is not rocket science.
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Here is my homemade valve cutter for cutting seat for larger valves.
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On 10/29/2021 at 5:01 PM, Diebythereaper said:
I know in the past we could do 12.5:1 and run good fuel and it will be fine but I don't have that option - Where I am the only choice is what is in the pump (currently E5 and prob E10 on the way) and no high octane unleaded or any of that.
Does 12:1 sound like a good goal for regular petrol or should I go lower? I honestly don't know
Why are you reducing the CR?
In terms of its octane rating, ethanol has a rating of 113. Fuels with a higher octane rating reduce engine knocking and perform better. Also, almost all gasoline in the US contains 10 percent ethanol. When you mix 10 percent 113 octane ethanol with 85 octane gasoline it increases the octane two points to the normal 87 octane most consumers use. So the higher the ethanol content, the higher the octane. The octane rating for E15 (15% ethanol) is 88 octane and E85 (85% ethanol) is 108 octane.
The use of ethanol blends in conventional gasoline vehicles is restricted to low mixtures, as ethanol is corrosive and can degrade some of the materials in the engine and fuel system. Also, the engine has to be adjusted for a higher compressive ratio as compared to a pure gasoline engine to take advantage of ethanol's higher oxygen content, thus allowing an improvement in fuel efficiency.
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23 hours ago, Gixer1460 said:
Maybe - but with a choice of 39 or 41mm - they are slightly / much to large for a stocker size engine! As said, RS spring pressure can be reduced!
But still way to heavy.
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11 hours ago, dupersunc said:
Stock gsxr1100m motor, RS36 will be best all round performance. Throttle will be heavy to operated though due to the return springs in the RS carbs.
Gsxr motor will have more top end than the bandit motor.
Look at your gearing too. If you are running stock 750 sprockets it will run out of puff as you are geared for 185mph.
15/48 works really well. Good for a real 155mph
Totaly agree, the main drawback with Mikuni RS is the heavy return springs. Go for Keihin FCR carbs.
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23 minutes ago, TonyGee said:
yeah
you also quicken the steering up too. it was a joke !!!!!!!!!!!!
Yes, It was a joke !!!!!!
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3 hours ago, TonyGee said:
is the hayabusa shock really that light ???
sorry ive got me coat on
So you do not realize that you transfer more weight to the front by raising the bike at the back with a longer rear shock? :-) -
The length of the rear shock of the GSXR 1100 1990 is 312 mm. The length of hayabusa rear shock is 330 mm. The bike is going to be heavy at the front with the hayabusa rear shock.
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On 7/12/2021 at 4:08 PM, MeanBean49 said:
Ditch the dyna and get an ignitech
Set your limiter to wgatever you want, programme your own ignition curve, also has quickshifter function and loads of other stuff.
Uses standard pickup and coils too
It is the cheapest and best option. Go for coil-in-cap also.
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på med?
I do not understand the reason why some persons put on these way to wide tires. Is it for show of, or to show others that they have no idea what they are doing? -
Short stroke had 36 mm CV. It is easy to Dremel out the 36mm boots to take the 38mm or 40mm carbs.
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The best way is to "dry build" the engine first without head gasket and measure the squish heigth, valve to piston clearance. Than do the math and go for 12:1 dynamic CR and account for the compressed gasket thickness.
Dot Head on a 1052?
in Oil Cooled
Posted · Edited by Sandman
This is not correct. All barrels for 1052 cc 1127 cc and 1157 cc have the same heigth. The length of the conrods for 1052 cc are 117.4 mm, and 1127 cc and 1157 cc are 117.0 mm. Therefore, the squish height for 1052 cc is 0.1 mm larger compared to the 1127 cc and 1157 cc engines (theoretlically) .
The DOT head for GSXR 750 -88/89 are equal to the GSX750F. The difference is the camshafts. GSX750F has shorter duration and lower lift compared to GSXR 750.
The DOT head comes with higher valve spring stiffness compared to the 1052 cc 1127 cc and 1157 cc engines. The rev limiter is higher for GSXR 750 -88/89 and GSX750F compared to 1052 cc, 1127 cc and 1157 cc engines. The valve stiffness for the DOT head is equal to the Yoshimura valve spring kit for ST-2 cams. The valve springs for the DOT head needs to be shimmed to get the correct seat pressure.