DAZ
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Posts posted by DAZ
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Bump for arian
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From my quick Google search, it's a smaller version of the dr125 trailie learner bike from the mid 80s ,same engine in the gn125 custom bike and since copied by the Chinese for a billion cheap commuters , so spares shouldn't be to hard to find, if you cross reference the part numbers ,Suzuki never made 13 of anything except maybe race bikes, it'll be a parts bin special to suit a specific market maybe your area has (or had in the 80s) age, capacity or power restriction for teenagers
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1 minute ago, clivegto said:
Forgot to change the show plate back to the legal one
what a fooking weapon this thing is 
Easy
to not give a fuck officerto be distracted when getting ready for a gentle ride out
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34 minutes ago, Dezza said:
A puzzling attitute that is surprisingly common. I really don't get it when those who run a business seem to think they are doing customers a favour by doing jobs for them.
I think it is a self employed thing,not just this chap, never turn down work cos you don't know when the next customer/victim will appear ,book it in ,string people along till you get round to it, if you can get a deposit then even better,You've got them on the hook, and it's not likely they'll give the deposit up....
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Mk2 Bandit tank has been done before .... Found this pic
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If I remember correctly the early slabside gsxr 1052 had 34mm carbs ( tin tops) so aren't suitable but the 89/90 slingshot 1127 had 36mm carbs (plastic tops) like the bandit 1200. I think the 750 shortstroke motor in the pre98 teapot/gsxf and 88/89 gsxr 750 slingshot also used 36mm bst carbs. The RS carbs in 36mm & 38mm both use a 42mm spigot which should fit the 36mm suzuki intakes ( not mk2bsr types )
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If it's a 2002 (mk2) you'll probably have to swap to mk1 inlets too as the later ones (bsr carbs) have a different spacing to earlier gsxr/mk1 bandits (bst carbs)
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4 hours ago, wraith said:
Used the b6 head but had to use two head gaskets so the pistons didn't touch. Apart from that it was a straight swap.
Just out of curiosity did you have a 750 head to compare to the 600? was it that the head of the b6 had a shallower combustion chamber than the 750 do you think kind of like the dot head vs 11/1200 head different chamber size ?
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The 771 wiseco pistons that Clive has are still listed on us sites and wossner list similar for long stroke motors @£640/650 ish ...... Soon adds up to 11/1200 money
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Well I think the easiest / most cost effective is long stroke 750 barrels and pistons but still got to factor in the seals and gaskets vs a known runner swap. I wonder if there are any differences in the 600/750 long stroke heads e.g. Valve and combustion chamber sizes that may add to the swap ?
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There used to be a 884 conversion but if I remember it needed the cases boring to suit the big oversize liners ...... Set of slabby/long stroke 750 barrels pistons maybe ? More practically this
1 hour ago, R1guy said:1127 or 1157 kit.
Usually come with crankcases, gearbox and a head.
Cost between £400-£600
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1 hour ago, TonyGee said:
if this helps im using a standard airbox on my GS1000 project and using B6 carbs, the airbox is a 2 piece affair but not using the rear section, so gona use a pod filter that i can tune the air flow. all trial and error !!!!!
That is very similar to what was done on that xj650 ! Except he used one like this
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17 minutes ago, Stanman said:
Hi Daz, I use the 600s in my bikes as I ride choppers, there plenty fast enough for me and very predictable, I used a fazer 600 in my last build which incorporated an airbox and it runs perfectly, the bandit dose not have room for an airbox so I need to use either flat slides or filters. I read your last answer about the airbox rubbers and sock filters. I now realise the RS carbs are now only really available for the bigger engines so will try your idea. So when you used the airbox rubbers and filter socks did you fit a dyno jet kit then take it to be set up on a dyno?
No mine was a 1200 with twin k&N ovals and a st3 Dyno jet kit,never put it on a Dyno . I don't know why the 600s seem so sensitive to pods wether it is the smaller amount of airflow creates a weaker vacuum as it passes over the jets I'm not really sure tbh .
On a different note a guy I knew years ago built a chop based on an xj650 single top tube dropped seat rail type frame and modified the air box so that he used the front section then fitted a plate over the hole where the rear section was removed and to that plate fitted old Brit bike style round air filter would something like that work on your build ?
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Just remembered that early slabby 750s used 29mm flatslides ..... But probably rarer than unicorn poop
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If you are serious about rs flatslides on a 600 bandit/gsxf, the 34mm is the smallest they do as far as I am aware, 2mm up on the stock size more than enough for any n/a 600. But unless you are competing in a capacity limited series you really would be better of with a bigger engine as a starting point... In my opinion for what that's worth .
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9 hours ago, PanzerWomble said:
Bought my first GS1000 cheap for similar rattling clutch basket , the owner thought the bottom end had gone ...smug factor 10 after tightening up that hub nut and realising it was bargain I had hoped. Then I sold it on dammit .
Yeah my gs1000 had similar issues needed the basket re-riveting too ... Unfortunately I always seemed to want bigger,better,best when I was younger and was always swapping bikes when really I should have kept some of the better ones and had fewer changes ...
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5 minutes ago, wraith said:
Or if you have room between the calipers and discs just put a lock nut and bolt on, with thread lock. It's a bodge
No it's a creative engineering solution
...... Ok yes it is a bodge but it sounds better -
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Also ask to see receipts for parts and work done , way back in the mists of time I bought a zed 1000 tuned up with similar mods to your Suzuki and it came with a stack of paperwork to prove it , went to see a gsx1100 that had claimed big bore Etc no paper trail and an owner who barely knew what it was, claimed the tickover was set high because of the race cams ...... no, when I turned it down the clutch basket was rattling like a bastard ....
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I would have thought DW would be able to advise on jetting, he seems to have plenty dyno time ,but as @Gixer1460 the says ideal would be f.i. Possibly using 1250 bandit)/gsx throttle bodies, inlet rubbers and ecu, I think @imago is partway through this conversion on his 1100g but is about to move so it maybe on hold
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As @Oilyspanner said hard to tell in a photo, a good feel especially over the 'nose' to make sure there is no pitting or ridges use your fingernail as well as your eyes, if it doesn't feel too worn or pitted then check that the lobes still have all the lift that it should with a vernier caliper . If they are worn then try somewhere like Kent cams who can regrind and harden your cams (suz7 is close to the std gsxr profile I believe) as any used ones are 30+ years old and just as likely to be worn ....
Edit: the biggest cause of wear in my opinion (for what it's worth) is that they aren't used enough and the top end drys out so when it gets started after a month or more sometimes there's initially no oil on the cams ...
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£5 deposit..... That's about a costabucks fancy coffee these days... Bah humbug grumpy old man face gif required
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Not 100% on this but I seem to remember that some of the sv650 had preload adjusters so may fit your b6 forks .....
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I believe the early gsxr 600 k and 1250 bandit have been used on oil cooled bikes not sure about air cooled
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1 minute ago, Pegleg said:
I've got 2 nipples and 2 plugs in the box.
The mind boggles.....
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More carb rubber questions.
in Oil Cooled
Posted
I remember that, I was impressed because I seem to remember it made 130 or 135 horses with basically a head and cam swap