2
240punk
Guest
I can have a freshly rebuilt top end for around $300.
A motor, which has to be sourced local, is at least that.
I do not believe there is anything special about the 550 bottom end if that is what you are asking.
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Suzuki GS 6/550 Yes, 672 block and pistons on a 550 cases..
- Thread starter Nerobro
- Start date
I can have a freshly rebuilt top end for around $300.
A motor, which has to be sourced local, is at least that.
I do not believe there is anything special about the 550 bottom end if that is what you are asking.
7
7981GS
Guest
It has 6 gears! 
Daniel
Daniel
Well, ****! Just buy a new bike! They're way faster!
If you have to ask you wouldn't understand.
G
gearhead13
Guest
550 bottom ends are roller bearing as well AFAIK 650's are plain bearing.
If you dont understand then "If you have to ask you will never know" RHCP
If you dont understand then "If you have to ask you will never know" RHCP
T
TyFerris
Guest
thank you gearhead thats what im looking for... i understand that give some circumstances you could save money and do this where i happen to live i see 650's for sale alot and would just change motors... BUT now that i know about the bearings this make alot more sense
Steve
GS Whisperer
The 650s have a mix of motors. The shafties have plain bearings, but the chain-driven E models are rollers.
The only real advantage of doing this swap is that you will have the 6-speed transmission of the 550 but all the POWER of the 650.
What's RHCP? :-k
.
B
Billy Ricks
Guest
Red Hot Chili Peppers.
S
Suzuki_Don
Guest
There was a lot more 650G motors than the "E" type motor. Obviously you cannot drop a shaft drive motor into a chain driven frame. Yet you can bolt a "G" set of cylinders, head and pistons onto a 550 bottom end and increase your power by almost 50%. With the advantages of a lighter frame and six speeds. Although, being the owner of one of these bikes, the 6th gear is a bit superfluous. It has so much torque that this motor does not need to be revved to get performance. It has good power from under 3,000rpm in 6th.
S
Suzuki_Don
Guest
What pics would you like? I have thousands. Of every step of the way.
2
240punk
Guest
I would be interested in evey picture haha
But mostly interested in material removal for cylinder clearance and whatever you had to do for 750 conversion (although I'll probably stick with the 650 stuff). This is such a great thread for the 550 crowd it's just lacking photos.
S
Suzuki_Don
Guest
Here are a few pics of the 700cc conversion. No words required as each picture is worth 1,000 words. haha.
I am going a a bike run for 3 days on the 700, so if I don't reply to any posts don't be alarmed. I will reply when I get back.
.
G
gearhead13
Guest
where did you get that ring compressor?
S
Suzuki_Don
Guest
I purchased them from Ebay seller in England Rectoryantiques17 - the compressor is for a BSA or AJS. This was the description on Ebay "NEW PISTON RING COMPRESSOR 60-65mmBSA TRIUMPH AJSARIEL".
If I remember correctly I cut them down a bit so they would fit in better between crankcase surface and the cylinder base. Things are a bit tight in there on the 550 crankcases.
I just checked and there are none for sale on Ebay at the moment, but you could send a message to the vendor via Ebay. Or email address is: rectoryantiques17@hotmail.com
P.S. Just did another search on Ebay and found one under this item number 130405990024.
Or http://www.ebay.com.au/itm/NEW-PIST...24?pt=UK_Motorcycle_Parts&hash=item1e5ccd7e88
.
Last edited:
2
240punk
Guest
I've never worked with 4 pistons before so I'm a bit nervous to put it all back together.
Are ring compressors necessary?
Are ring compressors necessary?
S
Suzuki_Don
Guest
No. But it makes the job a bit easier.
T
tc862011
Guest
would this work with a 1978 550e, i know the 650 didnt come out till later ,or at least thats what i have noticed
Yes - it will work. take a look at Don's whole thread - good piccies and description all the way through.
T
tc862011
Guest
none of the pics are showing up
T
tc862011
Guest
quick thought on this, what did you do for an exhaust, was the 650 the same size exhaust as the 550
Nerobro
Forum Mentor
It's been done.
Skreemer and I have made the GS650 head, block, and pistons fit on a GS550 crank and block.
There's a lot more involved than originally thought.
First, the block wouldn't fit down into the crankcase. The cylinder liners don't actually touch down in thecrankcase so it was a matter of trial and error to find out where the interferece was.
As you can see... some of the interference was pretty severe.
Look carefully and you can see where we ground casting flash off of the inside of bore 2, and Skreemer is working on bore 3
Super Scary... Skreemer with a dremmel. He's not quite the artist as I, but he's competant
And look... I let him inside my engine with that thing.
It involved a LOT of grinding. none of it was all that deep, just a lot of it. If I did it again, I'd split the cases, pull the headstuds, and have a machine shop bore the crankcase. But that was well beyond my budget ;-)
Testfitting. This was probally our 4th or 5th fitting of the block.
This is one of our last goes at making clearance. An artist at work... you can't see the work. ;-)
Seccond, much to our chagrin, the headgasket is different on the 650 and 550. so I had to reuse the 650 headgasket. I will be buying 650 headgaskets from here on out. Here's the reason why... The 550 uses an o-ring to seal the chaincase. The 650 just uses the soft fiber gasket. the 650 headgasket also has integrated oil gallery seals. The 550 uses seperate seals.
Finally, the timing chain was a pain in the butt. I did not realize that the 650 crank has more teeth on the crank sprocket, so that the camshafts use larger sprockets as well. Well, thats' not the whole story really. Lets just say that the discovery process led to me almost bending a valve. And that's an "I hope" I didn't bend a valve.
We swapped the sprockets from the 550 onto the 650's camshafts. And after following the directions in the book, managed to sucessfully time the 6/550 motor.
Skreemer and I have made the GS650 head, block, and pistons fit on a GS550 crank and block.
There's a lot more involved than originally thought.
First, the block wouldn't fit down into the crankcase. The cylinder liners don't actually touch down in thecrankcase so it was a matter of trial and error to find out where the interferece was.
As you can see... some of the interference was pretty severe.
Look carefully and you can see where we ground casting flash off of the inside of bore 2, and Skreemer is working on bore 3
Super Scary... Skreemer with a dremmel. He's not quite the artist as I, but he's competant
And look... I let him inside my engine with that thing.It involved a LOT of grinding. none of it was all that deep, just a lot of it. If I did it again, I'd split the cases, pull the headstuds, and have a machine shop bore the crankcase. But that was well beyond my budget ;-)
Testfitting. This was probally our 4th or 5th fitting of the block.
This is one of our last goes at making clearance. An artist at work... you can't see the work. ;-)
Seccond, much to our chagrin, the headgasket is different on the 650 and 550. so I had to reuse the 650 headgasket. I will be buying 650 headgaskets from here on out. Here's the reason why... The 550 uses an o-ring to seal the chaincase. The 650 just uses the soft fiber gasket. the 650 headgasket also has integrated oil gallery seals. The 550 uses seperate seals.
Finally, the timing chain was a pain in the butt. I did not realize that the 650 crank has more teeth on the crank sprocket, so that the camshafts use larger sprockets as well. Well, thats' not the whole story really. Lets just say that the discovery process led to me almost bending a valve. And that's an "I hope" I didn't bend a valve.
We swapped the sprockets from the 550 onto the 650's camshafts. And after following the directions in the book, managed to sucessfully time the 6/550 motor.
