Solcambs

I bought the Haijiu Litium Ion which is used on the Kat. No issues but then I have all three charging phases in play, and have a Mosfet Reg/Rec See http://oldskoolsuzuki.info/forums/index.php?/topic/1814-another-katana-project-starts/&do=findComment&comment=27562 for more details

I have a GS1100 service manual on pdf - it includes the Kat - drop me a PM with yoru emai land I'll send it across.

Just checked my 1100M motor --- it has a V711 number. :o) I quiet like that - it's going in a 750 Katana frame, so 7/11 works for me

I was going to say the same thing ... IIRC (from the recess of my mind) the CDI expects to see a certain voltage across a wire - otherwise it won't fire. Then again I'm getting old and often confuse different bikes and projects from the past! This may be of use http://www.customfighters.com/forums/showthread.php?t=10718 http://www.svrider.com/forum/showthread.php?t=101738 I'd suspect that you need to stick a resistor into the circuit to get 100 Ohm measurement across the wires going to the CDI.

I've a GSXR1100 going in my 750Kat frame. I suspect I'll need the lower profile of a bandit sump - but have no time to do anything until the New year. I'd be willing to do a swop probably in the New year. PM me - if it makes sense to your plans. I'm sure we can organise a meet an swop depending on your location.

Yup .. agreed ...

From https://sites.google.com/site/suzukitechnical/suzuki/sacs-enginecodes Not sure about the V711 ... but Early GSX-R1100 GSX-R1100 GU74AU 703 1052cc 86-88 Europe General, First 1052cc SACS engine GSX-R1100 GU74BU 704 1052cc86-88 For France, W. Germany, Power Restricted? Slingshot GSX-R1100 GSX-R1100 GV73A-BV 710 1127cc 89-90 Europe General GSX-R1100GV73A-BV 710 1127cc 91-92 Europe General, North America ( Starts from JS1 code), Cam chain and Rocker arm changed from '90 V710, but the code never changed.

School of thought is at 3 Ohms (Green) is the way to go. Better leads and coils gives stronger spark but will task the ignition more than standard. Certainly the lower Ohm units can cause problems upstream of the ignition. For road and track use, 3 Ohm is best, and anything else should only be considered marginal gains in an application like drag racing etc .

I see the Suzuki UK guys are building up a Kat for this event. They will be doing some of the work at Motorcycle Live http://www.suzukibulletin.co.uk/2016/10/19/suzuki-to-build-katana-endurance-racer-at-motorcycle-live/

Pictures?

They look rather nice! Bloody good job based on those photos!

Just remember it's not the peak that matters, it's the spread of the big numbers ... i.e. area under the dyno curve. I've always thought that classes which specify maximum hp open up the potential tuner to providing a really rideable bike with a flat torque curve and a good spread of power. Years ago we spent a fortune getting an R6 motor to produce massive numbers ... it blew up. I put a stock motor in with some mild work, made less power, but had a massive spread of power and the bike was quicker on the circuit.

I concur .. it sounds like a fuelling issue. Either the tank is vacuuming, the pipe is kinked, the diaphragm in the tap is buggered, or some other issue.

Nothing like last minute ...

Still to remember to mention it to SWMBO ... but there is the possibility that I may make it over to have a gander.

Just been through that myself - the fuel line was snagged - part compressed, and given it's running a little lean on the pilots already then the carbs snarl and spit on cracked throttle, and then surge as it comes onto needle, and then bog on the main as I over egg the pudding with the loud handle when the bike isn't pulling. All sorted when I unsnagged the fuel line - except for the lean pilot circuit.

Or try this Link :o) Sorry couldn't resist ... hopefully you'll get some originals from here rather than just a web search.

You can lose the tax disc! No longer need to have that on the bike to spoil the lines.

Oh - that reminds me - I have a set of Krauser's in the loft - long forgotten. Time to get those out and onto an Internet auction site.

I'll be dynoing between now and then (project is alive ... firing on all four .. .and now needs set up)... but definitely able to come up to Nottingham and shoot the breeze and eat crap food from a burger van :O)

Just in negotiation with SWMBO! It's only about 1 hr and 40 mins from Cambridge - the Kat should be up and running fully by then. So I'm thinking that could be a nice Sunday ride out to meet some rufty tufty biker scum types wot are scaring small children with loud mota-sickles!

Right ... defo a 1984 ES engine. NO real difference in power or torque, but the ES has a gear position indicator - which is no good if you don't have an ES dash to indicate said gear positions!! So the cable will be routed away and forgotten about :o).