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1981 GSX1100 Katana Based Project

On the mechanical side, the rear master cylinder and rear caliper overhaul is the third last job to be done, I have the master cylinder kit and the rear caliper kit should arrive next week. Second last job is adapting the GSX-R1100 R/H switchblock to the 1981 Kat harness and the last job is sorting out the carb jetting. Getting closer to ride time.
 
The rear brake master cylinder didn't work when I tested it, but it was bought as a used part and the best thing is to rebuild it to know what you have. Ordered a kit for it and today is the day to see what is inside.

A bit of gunge and a stuck piston.

Master 3 by Max Mutarn, on Flickr


master 1 by Max Mutarn, on Flickr


Master 2 by Max Mutarn, on Flickr



Didn't want to damage the bore when trying to remove the stuck piston so made a plunger from a toothbrush that was the perfect size to fit inside the bore. Tapped the plunger a few times with a spanner and the piston started to free up and slowly worked its way out with help from the spring. Got lucky there, sometimes the corrosion damages the bore to the point the seals can't do what seals should do and the cylinder is a right-off.

Master 7 by Max Mutarn, on Flickr


Master 8 by Max Mutarn, on Flickr


Master 9 by Max Mutarn, on Flickr
 
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The GSX-R 1000 rear master cylinder is now complete after installing a new piston and seal kit and giving it a tidy up. No weight change for it at this stage. Later on I will make an aluminium clevis and pin for it that will shave a few grams off.

master 21 by Max Mutarn, on Flickr
 
The rear caliper kit didn't arrive as planned, it has been placed on back-order and should be here by 24th Feb. Looks like I may have time to make that aluminium clevis after all.
 
The aluminium brake pivot clevis is finished and have test fitted it to ensure all is well. Came in at less than half the weight of the OEM steel clevis so turned out pretty good weight wise. Also swapped the master cylinder threaded adjuster rod from steel to titanium, swapped the steel lock-nut for a nylon lock-nut and swapped the steel clevis pin for an aluminium pin to shave a few more grams off.

Clevis 11 by Max Mutarn, on Flickr


Clevis 12 by Max Mutarn, on Flickr


Clevis 13 by Max Mutarn, on Flickr


Clevis 14 by Max Mutarn, on Flickr

Running tally = 184,419 grams.
 
The clevis shape just didn't look right, reshaped it and Iam happy with it now, and 10% lighter.

Clevis 15 by Max Mutarn, on Flickr

Running tally = 184,418 grams.
 
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Rear caliper kit has arrived from Suzuki, happy days. Flickr is off line right now so pics later today maybe?
 
As a used caliper I want to know what I have and be confident of it being safe to use so an overhaul is the name of the game today. Bought a Suzuki rebuild kit so it's time to get the job done.

After splitting the caliper cases I weighed the OEM steel allen bolts that secure the cases together.
Caliper r4 by Max Mutarn, on Flickr


As luck would have it there were two titanium flanged M10 x 45 mm bolts in the spares bin that are the exact size to replace the OEM bolts.
Caliper r3 by Max Mutarn, on Flickr


Running tally = 184,379 grams.
 
Popped the pistons the usual way with compressed air and a rag between the pistons to prevent damage. The rear caliper is an opposed piston system so I prefer to leave the caliper whole to pop the first piston out.

Caliper r13 by Max Mutarn, on Flickr




Caliper r14 by Max Mutarn, on Flickr


With the first piston out I split the caliper cases and pop out the second piston with air via the brake fluid gallery in the caliper case. A very pleasant surprise inside the caliper, no contaminated brake fluid and no bore damage or pitting.

Caliper r12 by Max Mutarn, on Flickr
 
Last edited:
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