Overhead oiler for 1982 suzuki gs 1100 gl

[Anonymous]

Hey does anyone have some pictures of an overhead oiler for this particular bike. I live in florida so I have to make sure every compnent in my engine is well oiled and cooled. Any other suggestions would also be appreciated.

 

[rosco15]

Like this?

 

[Hap Call]

I've not sure if I've seen one for the 8 valve engine. They do make it for the 16 valve motor like what Rosco15 showed you.


Hap

 

[Detman101]

I've got an 81 750 L. Would that oiler shown work with my TSCC engine?

Dm of mD

 

[Hap Call]

I've got an 81 750 L. Would that oiler shown work with my TSCC engine?

Dm of mD

No. The oil pickup that is located behind the cylinders on the 1100 TSCC engine is not found on the 750 TSCC engine. You need that pickup.

Hap

 

[Anonymous]

Can't you connect to the plug between the clutch and Magneto cover? There's another one on the stator side (part of the cover) that you need to drill out from the inside of the cover.

Steve

 

[Detman101]

I've got an 81 750 L. Would that oiler shown work with my TSCC engine?

Dm of mD

No. The oil pickup that is located behind the cylinders on the 1100 TSCC engine is not found on the 750 TSCC engine. You need that pickup.

Hap

Crap.


Dm of mD

 

[Hap Call]

Can't you connect to the plug between the clutch and Magneto cover? There's another one on the stator side (part of the cover) that you need to drill out from the inside of the cover.

Steve

That is a possibility. If you did elect to do it that way I would just put a "T" there and run a line across the back of the engine to the other side. I question if it is really needed on the 750 for three reasons. First, the main reason you use it on the 1100 is because if you have heavy duty cylinder studs, the greater diameter of the studs can restrict flow to the head. Second, the 750 has a much higher oil pressure due to its' plain bearing design and it probably gets plenty of oil up top any way. Third, because it is a high pressure oil system, routing the oil via external oil lines might drop the oil pressure in areas of the motor that you want to keep a high pressure supply to (like the main crank bearings).

Hap

 

[scotty]

Hap, I thought the 450 or something was the only one with the standard bearings???

 

[Hap Call]

Hap, I thought the 450 or something was the only one with the standard bearings???

For some reason (costs, I'm sure) Suzuki elected to have plain bearings on the 16 valve GS750. That is why a lot of people use the 750 oil pump gears to increase the oil pump speed on their 1100. The 750 has a one piece forged crank (a lot cheaper than the 1100 crank) and the plain (or shell) bearings on the 750 are a lot cheaper and easier to assemble.

The earlier 8 valve 750 did have a roller crank.

Did you sell the 1100?

Hap

 

[Anonymous]

Can't you connect to the plug between the clutch and Magneto cover? There's another one on the stator side (part of the cover) that you need to drill out from the inside of the cover.

Steve

That is a possibility. If you did elect to do it that way I would just put a "T" there and run a line across the back of the engine to the other side. I question if it is really needed on the 705 for three reasons. First, the main reason you use it on the 1100 is because if you have heavy duty cylinder studs, the greater diameter of the studs can restrict flow to the head. Second, the 750 has a much higher oil pressure due to its' plain bearing design and it probably gets plenty of oil up top any way. Third, because it is a high pressure oil system, routing the oil via external oil lines might drop the oil pressure in areas of the motor that you want to keep a high pressure supply to (like the main crank bearings).

Hap

All excellent points Hap. On my 1100 I just installed the 750 gears. I love the way the external oiler looks, but I just can't justify it at this time without the oversized studs.

 

[scotty]

Hap, I thought the 450 or something was the only one with the standard bearings???

For some reason (costs, I'm sure) Suzuki elected to have plain bearings on the 16 valve GS750. That is why a lot of people use the 750 oil pump gears to increase the oil pump speed on their 1100. The 750 has a one piece forged crank (a lot cheaper than the 1100 crank) and the plain (or shell) bearings on the 705 are a lot cheaper and easier to assemble.

The earlier 8 valve 750 did have a roller crank.

Did you sell the 1100?

Hap

Sell shmell
I have a set of megacycle cams and a new timeing chain waiting to go in. Just a second ago i was telling a friend that i want to trailer the bike to Beaumont to ride with the Texas bunch this fall.
SELL??????????

 

[saaz]

The two valve motor should not need the oil cooler lines. For a start, the 2 valve uses shims which are always in oil. The 4 valve uses rockers. With oversize studs and rockers elevated above the oil in the head, some problems may occur.

With the 2 valve, an oil cooler is all you will need. The 750 gears will push around more oil.

 

[mike J]

Can someone go into detail about the oil mods here? Forgive my ignorance but I just want to learn more about the why's and how's . Mike

 

[Dink]

Relatively simple, in the 16 valve 1100 motors many consider the oiling system to be upside down; due to the fact that the crankshaft is roller bearing and the cams are direct into the head. Roller bearings can live with marginal lubrication quite well, but the camshafts cant because the first thing they damage is the alloy of the cylinder head.
So for his reason the topend oiler kits were developed, they take oil direct from the oil pump directly to the cylinder head, to give a better and more consistent supply, the other reason for doing it is drag racing applications were massive big bore kits and oversive studs etc are the order of the day , it was found very quickly that oversize studs restricted oil supply to the cams; and in fact is probably more likely the reason for development than anything else.
Dink

 

[mike J]

Dink, now we are getting somewhere. Makes sense that the bigger studs would restrict oil flow. A couple of questions, why do they sometime change to after market oil pump gears, I'm assuming it's to help the cam situation. Also if you add the outside oil passages do you plug the ones coming up by the studs? Mike

 

[rosco15]

You can plug them up if you want to. I think it better to leave them open. That way the oil goes back down the studs to the crank. The 750 gears pump more oil than the stock 1100 gear.

 

[mike J]

Ryan, so by not plugging the holes you don't lose oil pressure? Im assume you have one of these on your bike? Can you tell me what other mods your motor has? Sorry for the 20 questions I just want to be a quick learner. Mike

 

[lhanscom]

Just another point of view. My bike with HD studs, and the 750 oil pump works fine with no cam oil starvation. The external oilers for most engines are not needed. Take a look at my web page (Click the link in my sig) to see what's been done. One benefit for doing the external oiler is also the ability to plug the oil feeds by the studs. It will allow you to go to higher horse power before needing to o-ring your block. Really only an issue if you're pushing big hp.

 

[terry]

Well I've had a few 8 valve GS bikes, they are all pretty much "bullet-proof" but excessive top end wear as a result of overheating due to oil starvation is common, so for anyone concerned with engine longeivity, I'd say that a top end oiling kit is a pretty good investment.

Because of their popularity with the speedway set and the fact that they don't have the cult following here that the Honda CB750's and Kawasaki Z900's enjoy, many have gone to meet their makers so I haven't seen that many modified GS bikes, but a friend of mine has a nice 1980 GS1000S like mine, but he's running a big bore kit and street cams etc, and he has a top end oiler kit, of sorts.

I haven't seen him or his bike for awhile now since I moved, but he ran a cooler, and tapped into his adapter were two additional smaller diameter lines which split into two and terminated either side of the cylinder head near either end of the inlet and exhaust cam.

Not as flash as the anodised alloy blocks in the pic above, but rather a clever concoction of Earls braided line fittings and short pieces of line, I rather liked the look, more "racer" than "show pony". I might make one for my GS750/1000 project. Cheers, Terry. :twisted: