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1992 GSX1100G project

  • Thread starter Thread starter GS1000G Shopper
  • Start date Start date
Two steps forward, and one back. The seals for the shaft drive finally arrived, and I see the o-ring placement is fine art. The o-ring goes between the housing and two shims, and in the process of doing this you have to line up the output shaft. Invariably, the o-ring falls off. I used some Hylomar to hold it in place and it looked like it was in place, so I hand tightened a couple of bolts and saw the o-ring bulging out at the bottom. I flat-spotted it, so back to square one.

It is too loose a fit, and 88 x 2mm, so I'm going to try an 85 x 3mm one that McMaster sells.

The gas tank seals and labels also arrived, so I guess it is 2.5 steps. :)
 
A little more progress today. I ended up using a slightly smaller & thicker o-ring (85mm x 2.5mm, item # 9262K737) from Mcmaster.com here. It has next to nothing to grip when reinstalling, so I used some tack & seal to hold it in place. After re-installation, I refilled the oil and so far so good. I'm leaving the side cover off there until I can run the engine and see if anything is leaking.

After doing this, I re-installed the clutch slave cylinder with new stainless push rod and bled it. I can see the rod moving, so it looks like success.

As of now, I'm waiting on some shorter stainless screws to re-install the fuel sending unit. I got the tank end of the petcock installed yesterday.
 
It is semi-reborn. :)

The good news is it started up fairly easily, and after it had run a while, I did some driveway laps. This is the smoothest-shifting bike I've ever ridden, and it ran very smoothly in 1st and 2nd gear. Also no visible oil leaks from any of the hoses I made. :)

All of the new GSF650 controls work, to include the headlight flasher and hazard flashers.

The list of bad news is:
Fuel leaks! First was at the tank, the spring clamps are not the best, but I was able to re-position it and stop that. Next, the hose at one of the filters is leaking (wet). I'll have to pull the tank to get at it. Third, I saw some drops from one of the middle carbs.

Smoke from the motor. I know this was to be expected, the V65 did the same thing for a while, so this is not really bad news.

Oil pressure. The sender may be bad. The idiot light goes out after the motor starts, but my gauge reads way low, like 7-13 PSI at lower rpm. Will have to check the sender ground. Oil temp warmed right up.

I'm rethinking my fuel pump setup. It runs constantly with the key on, and I think this is flooding the carbs. I don't fully understand the circuit the stock pump uses, and apparently my attempt to duplicate it has not worked.

Having just designed a returnless fuel injection pressure control for the GS1000G project, I think maybe I could do the same thing here if I can get the right type of sender. I'm sure the GSX-G pump is only like 4 PSI or so.

EDIT
I found a used pump in good shape for $60 shipped, so I will try that first.

All in all, not a bad day. I shot a short video of it running and will upload it.
 
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Once sorted out this could quickly become my favorite "modern" bike. Maroon GS1000G models hold the sentimental edge though. :)
 
Fuel pump came today and it was a quick install. I can see why it leaked, it only pulses as needed. Took it out on the road for the first time, and

WOW!
Astronished-Smiley.png


The first thing I doscovered was I didn't tighten the left mirror all the way- it blew back at the top of 2nd gear. It started smoking noticeably on the return leg (only went 2 miles). The V65 did this also as the Marvel oil & other crud blew out of it. This bike hits 90 MPH in next to nothing. It is just as smooth as the ST1100 was at 60 MPH.

How is it Suzuki didn't sell a million of these? If this bike runs this good after sitting since about 1998, it must have been really awesome when new.

Now it is just a few more things to sort out and it is good to go.
 
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GS1000G Shopper said:
....This bike hits 90 MPH in next to nothing. It is just as smooth as the ST1100 was at 60 MPH.

How is it Suzuki didn't sell a million of these? If this bike runs this good after sitting since about 1998, it must have been really awesome when new....
Click to expand...

Just a guess: Most people buy motorcycles with their eyes and emotions. They aren't transportation, but fun and social positioning. Buyers want motorcycles that look like the motorcycles ridden by people who they themselves want to be like.

The GSX1100G was sort of like the ultimate GS-G. It was a 1970s concept sold in the 1990s. Buyers ignored it because they didn't see it because they wanted something that looked different.
 
themess said:
Just a guess: Most people buy motorcycles with their eyes and emotions. They aren't transportation, but fun and social positioning. Buyers want motorcycles that look like the motorcycles ridden by people who they themselves want to be like.

The GSX1100G was sort of like the ultimate GS-G. It was a 1970s concept sold in the 1990s. Buyers ignored it because they didn't see it because they wanted something that looked different.
Click to expand...

Well, I think "forgive them for they know not what they are doing" applies here also. :) It seems to have done better in Europe. I noticed the modern UJM-styled GSX1400 (air/oil cooled chain drive) was not sold here, but see a few of them FS on eBay England. IMO, THAT would be an ultimate GSX-G if it had a shat drive (and I bet it could be adapted).

I'm going to use my HD cam and shoot some video on it and take a few more outside/exterior pics. I think it is a nice looking bike. As my friend ddaniels observed earlier in the thread it doesn't have the same feel when turning that the GS does, but it's great going down the road.
 
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Photobucket is down right now, so I'll attach a side view pic with all the parts re-attached. :)

I need a better camera, the sunny side made it look orange. I think the Rustoleum red was a good match to the rest of the panels.

I'm going to shoot some HD video on it today since the weather is so nice.
 
Likes it

Likes it

I like it and it turned out great. But I really like the V65 Sabre as well.
How is it?Other than a little large and heavy?
Greg
 
I thought I'd like the Sabre but I don't. Riding/handling it is a lot closer to my GS than the ST1100 was, but I think it is a combination of so much aggravation on the carbs and cooling system hoses, and now combined with the thing scraping the center stand making a u-turn on a divided highway. Seems like it is all the way up, so I'm not sure what the problem is.

Even though I had a V65 guru go through the carbs, it is still really cold-blooded, but at least it's not leaking coolant on me like the ST1100 was.

I have an idea to sell it after I get some use out of it (return on investment :)). I'll likely remove the Windjammer and put the old headlight back on.

On a happier subject, here is the GSX-G video from today I'm uploading to YouTube:
http://youtu.be/DDcMllnlelU

It is about 2 minutes long, it will take a while to upload & process.

I really like this bike. I like how it looks, I like how it sounds, and I like how it goes.
 
One update, I was getting low oil pressure readings where I had the sender in one of the feed lines to the head. I moved it to the main oil galley plug (used a 16 x 1.5 mm adapter to 1/8 pipe and a 90 degree elbow) and it was making in excess of 100 PSI with cold oil at fast idle on the choke. At idle pressure was in the low 90's.
 
Now that a couple of months have gone by, the bugs are starting to appear. First was a clutch issue (there is another thread w/ details). Long story short, some of the pads on the disks had delaminated, but the root cause was the slave cylinder not releasing, causing slippage. I now have a Barnett clutch in it and one HD EBC spring with one OEM spring.

I noticed the horn was not working and traced the problem to mis-wiring on my part at the left control. After correcting that, it was still intermittent, and I lost all power for the lights circuit (where the horn is powered). Checking fuses, the 10A one for this circuit was not making a good connection- and none of them really were due to corrosion. After evaluating replacing the top fuse part, which would still leave the crusty terminals, I decided to use a 4-gang aftermarket panel like I did on the blue GS1000. These are common parts, and have rear terminals that can be crimped & soldered. The GSX-G has 4 circuits, so this is a good fit.

To use this part, I made a custom bracket that bolts onto the bracket where the OEM fusebox was. I used some heavy gauge steel and bent/cut/ground/welded/trimmed it until I had a good shape. It's supported at the opposite end using the bracket I made for the fuel pump relay I never used. I'll cut the power wires one pair at a time and add them to it.

I also found a bracket on the forks that was rubbing at full left turn and modified it.

I hope to be able to put some miles on it as the weather improves.

Pics will follow.
 
Here's a very belated update, the bike suffered a cam failure due to one of the oil jets being blocked. Due to the slave cylinder hanging up, the clutch disks delaminated and got into the oil system. To repair it, I bought a used Bandit 1200 head with cams. To clear the oil jets, you need to split the cases- in my case, the jet that was plugged was the one from the crankcase to the cylinder. I found a lot of crud in the oil pan when I took it apart.

I ran into some problems fitting the cylinder back on but finally figured it out and am now working on buttoning everything back up. I'll try to post another video when it is running.
 
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