POLL: Easiest GS model to work on is...

[Guest]

Sorry if a thread exists on the topic, but I foresaw my search for 'easiest' & 'model' pulling up 3400 hits, so...

I curious to know what GS model was the easiest for you to work on overall from any other . .. in your own experiences, of course. As I've only worked on one model type myself, I don't qualify. But I've read several times over how complicated a task became for one person over a certain model/vintage, whereas others breeze thru them when faced with the same task against a different model.

So...what model/vintage wins the 'Simple Maintenance' trophy hands down, Folks?
GO!

 

[Steve]

Any shafty larger than 675cc. :encouragement:

.

 

[cowboyup3371]

Definitely NOT the carbs on a 550

 

[Charlie G]

I've worked on GS 400, 450, 650, (83)750 and the 1100g. The 1100g wins

 

[scratch]

Any shafty larger than 675cc. :encouragement:

.

Definitely NOT the carbs on a 550

been working on an 1100G and an 850G and I'm marveling at how easy they are compared to 550's & 750's... Swapped a set of carbs on an 850G today and it may have only taken 5 mins with a long phillips bit on a driver.

 

[Guest]

Suzuki GS125

 

[Guest]

Any shafty larger than 675cc. :encouragement:

.

I agree.:encouragement:

 

[wymple]

I did the carbs on a 550, so close that book. Easiest is my 850G.

 

[GregT]

I've worked on GS 400, 450, 650, (83)750 and the 1100g. The 1100g wins

Depends on the OP's definition of "work on". Valve clearances are easier on the 4v/cyl engines with the screw adjusters. All the fours are pretty much the same as far as deep engine work and the time it takes to rebuild one. Surprisingly, in my experience, it takes the same time to rebuild a twin as a four.
Yes, the later twin choke carbs can be a pain. They're worse on the 400 and 250 fours though...Same carbs, less space.

I'll raise you a couple Charlie. GS400,450,500,550, 650,750,1000 and 1100. GSX 400,750 1100 and 1150.

Someone said GS125. Outside the US they're a GN125. Same engine as a DR125 - which I have apart right now. The gearbox is a pain to reassemble compared to even the biggest fours, LOL.

 

[Charlie G]

Depends on the OP's definition of "work on". Valve clearances are easier on the 4v/cyl engines with the screw adjusters. All the fours are pretty much the same as far as deep engine work and the time it takes to rebuild one. Surprisingly, in my experience, it takes the same time to rebuild a twin as a four.
Yes, the later twin choke carbs can be a pain. They're worse on the 400 and 250 fours though...Same carbs, less space.

I'll raise you a couple Charlie. GS400,450,500,550, 650,750,1000 and 1100. GSX 400,750 1100 and 1150.

Someone said GS125. Outside the US they're a GN125. Same engine as a DR125 - which I have apart right now. The gearbox is a pain to reassemble compared to even the biggest fours, LOL.

No contest here! My experience is really limited to maintance work; adjusting valves, stator replacement, spline, forks and pulling the carbs. Removal and replacement of the carbs is the main reason I say it's the easiest. Shafts are a joy to own and maintain. What else would Charlie G own? A Triumph?

 

[earlfor]

Overall, my 79 GS 750 E was my easiest bike to work on. Carb removal was a five minute job and tune ups and normal maintenance was a snap. The exception was valve adjustments. Bucket shim setups are a pain in the ass. The exception to that choice was my 85 1150E. It was child's play to work on, however carb removal was a bit more tedious due to less free space around the carbs. Valve adjustments were super easy, but getting a good fit with the valve cover gasket was fussy.
I choose the 1150 or any TSCC with screw adjuster valve train because I really dislike futzing around with bucket and shim set ups. I can adjust valves on a 1150 and have it back together and running in less time than I can measure clearances and write down what I need in shims for a bucket shim setup.

 

[Griffin]

Big shafties, no contest.

The GS550/650 models are too cramped behind the cylinders. I absolutely hate the GS750/1000/1100 airbox/battery setup.

The monoshock 550/700/750/1150 models are also too crowded behind the cylinders.

 

[Rob S.]

...I absolutely hate the...1100 airbox/battery setup.

I second that. (It was done to lower the seat height).

 

[bwringer]

Any shafty larger than 675cc. :encouragement:

.

Exactly.

No chain to fart around with, easy access to the carbs.

And I disagree with a few of the above posts: once you're familiar with the process and have a decent collection of shims on hand, checking and setting 8 shim valve clearances is MUCH MUCH faster and easier than fiddling with 16 screw and locknut adjusters.

Yes, the first few times with shims can have a bit of a steep learning curve, and of course if you don't have the shims you need you're stuck for a day or three. But after documenting the shim sizes, you can easily predict the sizes you're going to need next and buy them ahead of time.

 

[Steve]

But after documenting the shim sizes, you can easily predict the sizes you're going to need next and buy them ahead of time.

Very easily done with the spreadsheet that is offered in my signature.

.

 

[Buffalo Bill]

Well voting for the hardest job of all; putzing the carbs back on a GS550, but you eventually learn the trick.
The GS drive shaft repair may be hard, but so's changing a chain.
The GS1100G, such low maintenance required, and just last week I pulled the airbox out so I could shove the fuel line onto the carb inlet pipe.
It was so easy to pull it out, and shove it back into place again.
EZ access to the carbs for sync and idle adjustments too, just prop up the tank with a block.

 

[rkroby]

I agree, anything has got to be easier than the carbs on a GS 550.

 

[Spyder]

I just did the carbs on an '82 650L, wasn't too bad. Stock airbox and all... She just needs fork seals, tires, and a motivated owner