DAZ

As above, most run after market coolers ,not that the stock cooler is ineffective, mostly for a safety margin and cos they look cool ,mocal and hel are good brand names but plenty of chinesium ones used too

Have you got a complete and running gsx motor rather than having to buy a gs ? Why spend ££££ on a motor your not going to keep? Either the gsx will fit or not

The gsx1170 motor would be the right choice over an oil cooled one in my opinion, gs 1085 would be nice but you seem to have a few air cooled motors awaiting good homes

Dot head will give a compression bump but could cause issues with the carbs fouling the tank as the inlet ports are angled upward by about 15° ,the gsxr 750 j+k that had this head used shorter intake rubbers ( no longer available new )and lower carb tops to avoid clearance problems ,the g cams if the same as the the 1100f are probably the best all round cams . The dot head swap seems a cheap boost but brings potential pitfalls too with tank /carb clearance problems

Nice looking bike , a great buy by the looks

I believe that the RF stem also narrows at the top and requires a upside down style spacer/washer for the b12 top yoke there will be a few you tube vids showing b12 yoke conversion to give you an idea of what I mean

Triggers broom......

A nice glimpse into the past and a bike (and rider) many thought were the dogs wotsits at the time, but it shows how time moves on relentlessly and how the likes of FBM and others have made turbos more accessible as well as more powerful

It seems that many parts used in a "performance" build aren't strictly needed but are used because of the extra safety margin they provide and as @imagosays are generally a small price to pay for that peace of mind ,and especially on stuff that's 40 years old and getting rarer and more expensive to find . £160 for the gears vs cost of a turbo rebuild because the bearings are shot is cheap insurance

The way that you're recommissioning this bike shows it's in the right hands, taking the time to go through the bike thoroughly not just a quick service is great to see thanks for the update

It's the tablet and irn bru ..... must need some hp to match that sugar rush

All points made above are valid, also beware of copious amounts of instant gasket,check for mullered fasteners ,if he can't be bothered to change a butchered bolt or buy new gaskets what else has he let slip. As an aside back in the time of dinosaurs when us young uns rode two strokes there was a tuner called Terry Beckett, my mate rebuilt his GT250 and said it was bucket tuned cos there were no parts left in the bucket ......

I would image it could allow some seepage it's not an interference fit after all ,but out of interest how much fuel was in the tank as I'm thinking maybe a full tank would create more "pressure" , I think it's called head weight ,think of a water tank in the loft it give more pressure to the taps downstairs Etc , and maybe the old tap caused enough restriction even on prime to lessen the pressure so that it wasn't an issue Edit2 : I think the bore of a fuel tap is 6-8 mm so area wise you've increased it a lot more than just say 2mm the cross sectional area will have increased by 50% at a guess

Glad you've enjoyed it enough to have a go next year, really enjoyed your race reports

And so it begins......, you'll find no end of "bad" influences on here

Pretty looking bike hope you enjoy it

I know that feeling ,sometimes get me wukkin murds fuddled too

Early 1052 were U703 according to the lists I've seen U704 were possibly 100hp destined for France and Germany as per EU regs of the time , GSX1100G was V718 all the other 11/1200 were designated V7?? Dependent on application Did US or other markets have an 1100 aircooled shafty ? I know we had 650/850/1000's

I can understand why you want to go big bore on the replacement engine for you outfit,but imho I think for your application I would stick to a stock type rebuild,as all the big bore kits seem to hike the compression to around 12/13:1 which with the added load of a chair may be too much, if I were to make any mods it would likely be to find some gsx1100 f cams and lower the gearing to increase the mechanical advantage and keep the rpm in the sweet spot of max torque and hp . Just my opinion and as ever your ride your dime your choice

For your exhaust try Racefit seen a couple of their products in the flesh and they look and sound superb and they do one offs too

Plus you can always adjust the gearing if needed , some seem to think the gsx1100f was the best all round oil cooled lump

Glad the fuzz took the easy route , points will e be gone before you know it , i mean it's 2023 already where did the time go.....I loved 1983 and that doesn't seem so long ago.... sometimes anyway

Thanks for coming back and telling us that you sorted it out

I doubt with just a full system that the pilot jets will need changing as for the mains and needles ideally you'd put it on a Dyno where the afr can be seen to determine what it really needs, jetting carbs over the web is rarely as accurate as an O2 sensor up the tailpipe