Solcambs

The Japanese Yoshi site has the threads sizes listed for the recommended point for temp senders for their gauge. IIRC it was a Type A sensor which was M14 1.25mm from memory (this was used for a sump plug on the later models). I think the Type A is used on the earlier models in one of the side points .. Hang on a sec .... here you go! http://www.yoshimura-jp.com/en/products/electrical/progress-suzuki.php

That's me that is! Though mostly it's I don't read the post before I hit "Submit Reply" and really should have thought it through a little more carefully - premature ejac postulation you could say!

The claims in that post seem to be crank numbers ... and of course, it's a drag racing motor - which in truth would not take road riding very well without thinking about cooling. UI'd expect it to need octane boost in the fuel at that compression! My plan is for the 1100L motor is 1216, porting, minor cam grind, slotted, FCR 39 carbs, undecided on exhaust (but probably racefit legend if I can afford one) - already have dynacoils and dyna2000. I've read that the valves flow plenty for 150 rwhp 90 ftlbs - which to be honest in a Kat750 frame will be enough to be going on with, and would make stonking road/track engine.

Indeed ... M&N - it's terrible getting older and having your memory fail you ;o)

My understanding is that the best gains come with capacity, compression, porting (L & M already have tall ports, so it's a clean up exercise. and less work), Cams, exhaust and Carbs. . Larger valves unneeded up to 1216 as they flow enough already. High compression 1216 with dyna coils, flatslides, porting, and a good exhaust = 150 rwbhp.

Really like that carbon shroud on the tank, and matching fairing additions. That adds a quality look to the final bike. Was that off the shelf or hand made?

I always look at these bikes and think "what a shame" .. a bike which as never run, is likely to have many disguised issues. At the least there will be perished rubbers, If it hasn't turned, then won't those disk valves be open to moisture ingress on at least a couple of cylinders?

IIRC @Band1t1 had a Nikko Bakker framed RG500 up for sale recently on Eblag ... looking at the prices I have in recent weeks, it looks good value.

I hope you said hello to my good mate Neil Champion ... who was out on his Kwak 750

Bollox ... just spotted the RWU forks in your photo! Ne'er mind ... was all excited for you. Racing an SRAD750 was one fo the best periods of my life. Totally selfish, and very very very hedonistic... just enjoying memory lane!

Rookie mistake. Inside, trys to old the line, doesn't hang off, opens the throttl .. exit stage left! Consider it an easy overtake :o) Oooer ... that looks sweeeeeet! The SRAD 750 with a tuned motor can be a beast. Relatievly inexpensive to get 140hp ... bu the engine will only last a season. I prefer yours to my old endurance bike! We called it the pink bell end for obvious reasons! The only sponsirship deal that cost us more than the sponsrship we received (That's another story of over hospitality, beer costs, and miscalculations).

I guess mine counts also .. though it's a GSX750S Katana import frame an 1127 motor.

Even if they had fit, in truth the 41s are probably a little big - OK for WFO, but not very good about town, based on what I've read!

Keihins come in two variants for the GSXR - those that are horizontal and those that are downdraft. The downdrafts ones have an angled float chamber, and I have therefore always assumed that the float heights cannot be set correctly if you stick them on an engine requiring horizontal carbs. Keihins go for good money ... so sell them on the bay! Or contact Frank MX who will I am sure buy them off you.

Cambridge Motorcycles - Spike there knows his stuff, and can advise. If you want contact details or an intro drop me a PM or ring them and say "Sol sent me your way". However, before you assume dyno time will help, are you sure there's no air leaks, and that the carbs are spotless. Poor running normally starts there.

In order: New fluid, bleed top and bottom Tie the lever overnight I assume the physical components are all in good nick e.g. make sure the disks have no edge that the pads are sitting on, that all of the pistons are moving, that sort of thing. Spongy brakes are normally fluid related ...

While supermoto racing, with several of us going for the same bit of dirt/tarmac, I remember some rider suddenly shouting "Oh .. shit! Shit ... shit" - right put me off and he came through underneath me. Chatting later in the paddock, I found out it was a ruse he often used, normally successfully. We became great friends in the paddock after that, and his ruse didn't work on me again. I did however manage to get my own back in one race, where I managed to reverse the situation with a "Dave - kindly make space old chap!" at the top of my voice. Oddly, a space opened and I arrived alongside, and by his own admission, he was laughing so hard he couldn't focus on getting back on the gas

I'm with you on that one ... don't agree with it. The IoM regs seem loosely applied at the best of times ... and I (with no evidence) do get the "impression" that if you are a well known rider it helps!

Thant was one wicked race! talk about trying hard!

Bargain! ZX9RB1 - first bike I crashed - nothing left except the engine. Best thing for it IMHO

Think the 900's were ... but the oversize boys rightly pointed out that factory spec pistons were rocking horse shit and worth more than a basic bike for a set! Hey - it's classics racing - so for the IOM it's always been about the show! The racers obviously think differently. There was an article, well written, about the whole situation, which sided with allowing the oversize pistons on the grounds of cost. Not sure whether it was addressed in the regs ... but pretty sure there were carefully worded changes.

That's a ZX9R front fairing is it?

My overriding memory of racing is about pushing limits - it perverse, but if you aren't pushing your limits you aren't racing, and with absolute certainty, it doesn't matter how experienced you are, eventually those limits push back and you find you are no longer racing, but on the sidelines wondering what the fuck just happened. Regardless of whether you work out the whys and wherefores of that last spill, you know you are committed to racing if your next action is to shrug, and begin to work on what you need to do to get your sorry arse out in the next race!

Why hurry a good race!

Which reminds me - I really should have a read of the latest copy I bought :o) It's sat on the side waiting for the right moment and a pint of beer to dig into!