DAZ

Cheers long way from South Yorkshire,but I'll keep him saved in case it comes to it

11

If you find a chromers that'll replace a used exhaust please let's know as most aren't interested in case anything is left internally that might pollute their tanks

That et light looks nice

Yes most taps have a screen but on a 40+ year old bike who knows what previous bodgery has gone on ,and they're generally quite a coarse mesh you only have to look at the slurry found in most float bowls to see that,so a finer online filter isn't necessarily a bad idea

Have you got the fuel filter the right way round some have a small arrow to indicate direction of flow an really easy mistake ..... Ask me how I know ....

Yes your right ,wouldn't mind I've had a couple of gs's a 550 and a thou, but it's the end of along day and brains given in

Just had an abstract thought is there a plate like this on previous engines ie gsx or gs and in a very un Japanese way someone said we always fit these....or maybe in some way it controls harmonics that affect the springs sort of like when you bolt big bar end weights on.....

Well it's not like the 750 j/k/l have any well known issues without it so we remain baffled

Maybe by the time slingshots arrived the factory decided it was unnecessary for production bikes,did it remain as part of a race kit? Or just unnecessary.....

Is this part listed on both long and short stroke 750's ? Or just peculiar to one ? Not that I've the foggiest but it may help if it's only on one,say to stop the bottom spring seat hammering into the head under racing conditions on a higher revving short stroke

Oooh matron....

Bloomin eck! So that's geared for elvington then 190 ish? ,mind you it'll help load the turbo a bit

Torch through the filler cap is your only way internally light surface rust can be dealt with easily it's heavy flaky rust you want to avoid ,externally look for bubbling paint,silicone/mastic/any bodgy type sealant esp under the tank if you spot any give it a good firm prodding see if it moves and knock money off or walk away because replacement tank would be rare

Might be double skinned so only cosmetic , I know my stock bandit headers were weight a tonne !

Top advice from @Gixer1460 I thought you had already bought it , good luck

Hello Tomas, nice bike generally the oilcooled bikes are very good,share lots of parts with other models yours will have parts that interchange with bandits and teapots(gsx-f) 600 and 750's and if you like to go faster 1200 engine will fit too maintain it well and it will look after you

Great job on bringing another old skool suzook back to life

Gents thank you for the clarification about that ,it was something that I'd been told, and like I said in my post wasn't 100% sure of so as I've said before,every day is an old skool day

Jeez that's 7 teeth up on a std b12 but then I suppose the 1100f was supposed to cope with two fat tourists and a fortnights luggage nice that it'll lift in third just right for overtaking Greta in her prius

Not 100% on this but I thought that they changed the crankcase engine mounts ,along with the frame ,in 2006 to halfway house set up before going w/c in 2007 with the 1250 , hence why the change from v719 to v720 PLEASE check this out before you do anything with a 2006 motor ,I may be wrong hopefully I am . Maybe @fatblokeonbandit may know .Your build stage one cams dot head is good dot heads have smaller chamber so will raise std compression, watch out for carb to tank clearance as dot head is slightly downdraughted compared with std. Honestly no idea about the 12:1 busa pistons you would have to work out the numbers ,there are online calculators for this hth

Yeah but I bet you hardly need to replace your front tyre !!! Probably set off in 3rd ,that's a big gear on the back

I would say 16/48 which is std 1100 gearing or drop it to a 15 on the front for a "livlier " feel

@Gixer1460do you think, that it is the greater vacuum draw of the bigger motor that causes the bigger motor to run ok on small carbs? This is all hypothetical obviously each engine needs individually tuning,but does stronger airflow signal (as in @TonyGee600 carbs on a 1200) pull more fuel from a given jet size ? Would this enable a reasonable enough mixture ? Up to the airflow limits of the 600 carbs, obviously 32's wont have the top end of 36-40mm carbs, just want to learn/ get my head around the theory thanks DAZ

This is just me thinking out loud,but if you were to swap to the 42.5 pilot jet that would help the low end as it's the 650 size, now your going up 20% ish in capacity try the 155 mains,although not hugely bigger than what your using as a 550 would the increase capacity and subsequent vacuum cause more fuel draw from the main jet? I fully accept that I maybe wrong and am quite happy for someone who knows better to explain why, but if that's what you got then try it and see like I say just thinking out loud and willing to learn