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1981 GSX1100 Katana Based Project

The Titanium headers to collector on the Kat are the spring connecting type however, I think they are extra weight. The collector uses a solid mount to the frame so the collector can't move and the headers are bolted to the head so they can't move. My thinking is I don't need the springs that connect the headers to the collector because everything is held firmly in place at each end so there isn't a need for the springs to hold the headers to the collector. Going to try it and see what happens.


Running Tally = 198.213 kg


Header Springs1 by Max Mutarn, on Flickr
 
With the front collector springs removed there is no need to keep the rear springs, one in all in or one out all out. This has been a good week removing weight from the build, another 1,038 grams lighter.


Running Tally = 198.165 kg

Muffler springs1 by Max Mutarn, on Flickr
 
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While the pipes are off it will make it easy to clean them and be ready for installing once the engine is back together. Used the Bug/Tar Gel on a cloth then washed the pipes in hot water with dish washing detergent. They don't look like new but they do look pretty good considering the miles on them.


Tipipes1 by Max Mutarn, on Flickr


Tipipes2 by Max Mutarn, on Flickr


Tipipes3 by Max Mutarn, on Flickr


Tipipes4 by Max Mutarn, on Flickr
 
The aftermarket aluminium fork pre-load units to replace the heavy OEM pre-load units and ignition cover are on the way from Japan this week. Hoping to have them by Friday and work on the cover over the weekend.
 
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The aftermarket fork pre-load units and the ignition cover arrived today so this weekend should see some changes. The pre-load units were advertised as being for the 81 GSX1100S however, the threads look a bit course when checking with the MKI eyeball so that will need to be checked.

The ignition cover is going on a diet which is why I bought a damaged cover to experiment with. The plan is to shave the case thickness in places and remove the centre of the case where the "Suzuki" emblem plate sits. I think 80 -90 grams can be removed from the case, should know soon.


The OEM Suzuki preload units weigh 118 grams each compared to the 74 grams each for the aftermarket units, a 78 gram reduction for the two units.

Fork preload1 by Max Mutarn, on Flickr Mutarn, on FlickrIgn case 1 by Max Mutarn, on Flickr


Ign case2 by Max Mutarn, on Flickr
 
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Going to swap the OEM Kat fork pre-load units for modified GS1000 fork caps. The GS 1000 caps need to have some machining done to fit the Kat forks however, that is good news, they will be lighter by a few grams. After the caps have been trimmed I'll have the final weights for both units.

OEM Kat fork preload unit.
Preload OEM Kat 1 by Max Mutarn, on Flickr


Modified GS1000 fork cap.
Modified GS Preload 1 by Max Mutarn, on Preload 1 by Max Mutarn, on Flickr


Fork caps by Max Mutarn, on Flickr
 
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The ignition cover is pretty light at 1.89 mm thick and when it is painted and the Suzi emblem plate is attached the grinding will be out of sight thankfully. From 245 grams down to 123 grams is a good result and one of those mods that will never be seen. Had to add 10 grams to the 235 gram pic as the Suzi emblem plate was not attached to the cover in the photo on the scales.


Ignition case 5 by Max Mutarn, on Flickr


Ignition case 6 by Max Mutarn, on Flickr


Ignition case 7 by Max Mutarn, on Flickr
 
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The 1197 cc pistons have now been installed in the newly bored barrels and the head with its new valve seats, valves, valve guides, valve stem seals, spark plugs and cam followers have been bolted together. New base and head gaskets to complete the engine refurbishment now done. Yesterday saw the first 200 km of the ring break-in done with another 100km to go before the first oil and filter change, sump and oil pick-up inspection. Will also be splitting the oil filter element open to inspect the pleats.

During the 200 km ride yesterday the oil temp didn't go above 96.7 C so engine heat management using the small volume oil cooler is doing well so far.
 
Yesterday was also the first ride with the modified fork pre-load units installed and they worked very well. The 29 mm spacers were used and the front tyre pressure in the Bridgestone T32 Radial was 34 PSI with 40 PSI for the rear. Going for a ride tomorrow and will drop the pressure to 33 front and 39 rear to see if it improves handling.

The recommended tyre pressure is 36 PSI front and 42 PSI rear however, those pressures are for a stock scooter and my scooter is 62 kg lighter than stock so there is some fine tuning to be done with the tyre pressures before I find the Goldilocks pressure.

Running Tally = 197.933 kg.
 
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Have now clocked up the first 300 km after installing the new 1197 cc piston kit and refurbished valve train, all going well so far. Drained the engine oil, removed the filter, removed the sump and oil pick-up and inspected each of them. Found some fine metal particles in the filter which were smaller and few in number to what I was expecting after a rebuild so pretty happy with that.

Tomorrow the plan is to check the valve clearances, check the head stud nut torque is still 35Nm, inspect the cams and check cam chain tension. Once those checks are done its in with new oil and filter and run it for another 300km and repeat the internal checks again.

The lower tyre pressure was O.K on the ride however, I am going to try 31 PSI front and 37 PSI rear and see how that goes during the next 300kms.

Curb Weight Running Tally = 197.933 kg.
 
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No metal fragments in the filter to be concerned about, just some fine stuff that was picked up by the filter and pretty normal after a rebuild.


1197 cc 4 by Max Mutarn, on Flickr

Curb Weight Running Tally = 197.933
 
After the first 300 km test ride an oil change and inspection on the new engine found no problems. A few of the valve clearances needed adjusting and one of the cam followers was swapped for one with less wear to the face hardening. All the head stud nuts had backed off a few Nm and so all of them were reset to 35 Nm. Also checked the cam journal block bolt torque and they didn't need resetting. The spark plugs (NGK D9EA) were all in good shape with an even light tan finish to the electrode and all were dry so no need to change to a hotter plug. Next week is the start of the next 300 km before changing the oil and inspecting the same areas again. If all is well the next oil change and inspection will be after 1,000 km.


worn follower by Max Mutarn, on Flickr

300 km Spare followers by Max Mutarn, on Flickr


300 km plug by Max Mutarn, on Flickr





300 km clearance by Max Mutarn, on Flickr


300 km tappet by Max Mutarn, on Flickr


300 km journal by Max Mutarn, on Flickr
 
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