Project GS1000 with GS1100G D-Port Head, 1100G Cylinder & Mikuni RS34

[John Kat]

Yes, The bolt pattern is identical on the GS1100 & GS1000 2V are the same. On second thought, the 73mm cylinder bore mated to a 70mm Combustion Chamber might result in some strange combustion results . . .

For sure, but no more than the oversize piston kits I suppose?
I wonder if the design of the pistons differs between a std GS 1100 and say Wiseco pistons?
In general it's good design practice to have a squish area on the surround of the piston.

[srsupertrap]

Next, I paint the Head & Cylinder so I start the tedious taping process off.

[srsupertrap]

Can one use only the cylinder from the GS 1100 and keep the standard GS 1000 cylinder head ?

Yes, The bolt pattern is identical on the GS1100 & GS1000 2V are the same. On second thought, the 73mm cylinder bore mated to a 70mm Combustion Chamber might result in some strange combustion results . . .

[John Kat]

Can one use only the cylinder from the GS 1100 and keep the standard GS 1000 cylinder head ?

[srsupertrap]

I get my parts back from Kleeme Performance but check out the photo date stamp. I have lost a lot of time








I decided to use a different cylinder due to the chipped fin in the Black One shown previously

[srsupertrap]

Thanks cowboyup3371

I decide back in February to send my GS1100G cylinder head & cylinders to Tom Kleeme in Daven port, IA. Here is the website

http://www.klemmeperformancemotorcycle.com/

Look most knowledable builders he knows the GS1100 4V inside & out but does not due a lot of GS1000 or for that matter GS1100 G Heads. Tom has built Tripivot old GS1000 2V motors and after speaking with Tom & Trip I know he is my guy. Tom still does a lot of KZ1000 2V J Motors for drag racers. I am not interested in drag racing but I do want quality work so I order the following Work Order:

1) 3 Angle Valve Job on 1100G D Port
2) Clean up the Intake (Street Port) Ports
3) Bore the Cylinder to match the supplied Wiseco 1100 pistons
4) Radius the bottom of #3 cylinder liner ( This was not needed and based on incorrect information from another thread but caused a lot of confusion & delays )

I ship off the parts and wait

[cowboyup3371]

This has been some good reading Steve. Looking forward to more.

[srsupertrap]

Now I was ready to see for myself whether that 1100 Cylinder would slip into the GS1000 cases or not. I was NOT looking forward to using an air grinder but the proof is in the pudding



I drop it over the Con Rods and it drops straight down, contacts the case and then turn the crank over & over till my arms
hurts and oil finally starts coming out from the oil cooler lines. No Form, Fit or Function issues

[srsupertrap]

I stow everything away and out of harms way, throw acover on it and call it good



Here is the old engine parts: The head has 44K on it Still have the Cylinder head, Cam Bearings, Valve Cover, Buckets etc
Reused the Cams, Tensioner, Cam Chain guides & Bolts

[srsupertrap]

Here is some photos of the tear down process back in May 2011. I took advantage of Frankenzuki's sale of 1000 & 1100 performance parts. I bought his set of used Wiseco 73.5 mm (1100) pistons which now power this GS1100. I sent out all the 1100 parts that needed engine work machining back in February . . . way too long turn around time

Start with one perfectly running GS1085, I had everyting tore down to the cases in about 4 hours or so. I sold the GS1000 cylinder & Wiseco 1085 pistons to some guy in Norway. They are probably the only one left with any $$$





Was obviously running too rich even after going to VM29 2.0 slides

[srsupertrap]

I also bead blasted the valve cover. As you know the 1100G valve covers included additional bolts to ensure the valve cover gasket did not leak.



Here is the 1100G cylinder I decided not to use because of that chipped fin. Still has the hone marks showing



The 1100G cylinder differs from the GS1000 2V & GS1100 4V in that it does not use O-rings betwenn the liners (No gap) which is illustrated in this pic.

[srsupertrap]

Wow, this is going to be interesting, I am along for the ride on this one, living up at 5500ft as well, I have always wanted a bit more poke out of my 1000, just to get it back to sea level performance and then a bit, but without sacrificing reliability.

+1: My goal was to maintain the reliability of stock so even if you choose to stick with a set of 1100G Pistons & cylinders you will retain the reliability of GS. The above pics show the 1100G cylinder which I didn't use because it had a portion of a fin broken off.

G

great work man! looking forward to the updates



Just curious...

1. did you have the camshaft bearings area bead blasted as well, or... ?
2. what are the S-1 and S-6 marks on the head that you're referring to?

Thanks .

Psyguy,

Yes the were blasted as well, forgot to tell the shop to make them off. I should have No ill effects yet?. Yeah its running. The S-1 , S-3, S-4 are casting marks that any manufacturer adds to the mold to maintain revision & design control. The S-6 mark I am referring to is shown #3 pic right above Made in Japan. Although I am not 100%, I believe ithe S-6 denotes D-Port shaped exhaust which was introduced to increase the torque of the last of the US GS 2V motors.

Great work man! looking forward to the updates

Just curious...

1. did you have the camshaft bearings area bead blasted as well, or... ?
2. what are the S-1 and S-6 marks on the head that you're referring to?

Thanks

Wow, this is going to be interesting, I am along for the ride on this one, living up at 5500ft as well, I have always wanted a bit more poke out of my 1000, just to get it back to sea level performance and then a bit, but without sacrificing reliability.

[srsupertrap]

Here is what the 1100G Head looks like after degreasing it. Next with the help of Tkent02 we removed the Valves, Springs (trash), Keepers, Retainers and bag & mark everything up for a later day.



With all the corrision evident I felt compelled to have the head bead blasted before sending it out to the Machone Shop which was still an open question back in January 2011. The Head was bead blasted by A&P Cylinder Heads in Arvada, CO for $50