Author Topic: 1978 GS1000EC  (Read 21292 times)

Offline gl1dinorider

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Re: 1978 GS1000EC
« Reply #90 on: November 30, 2014, 06:48:37 pm »
 :21
What does "riding season" mean?

Offline gotgixers

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Re: 1978 GS1000EC
« Reply #91 on: December 01, 2014, 10:17:18 am »
Looks good you two !! :21

Are you going to mod the swingarm yourself? Or are you going to get one already done from Rob ?? He also sells the shock mount pieces to weld to the bandit arm ....
I PITY THE FOOL, THAT DONT RIDE OLDSCHOOL


Offline IanC

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Re:
« Reply #92 on: December 01, 2014, 10:18:57 am »
Rob?
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline gotgixers

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Re: 1978 GS1000EC
« Reply #93 on: December 02, 2014, 05:03:49 pm »
He frequents the GS and katana sites. Lives up in canada. Mods B-12 swingers for GS and kan o tuna conversions .... Owns a couple of the baddest 'Tuna's around ....

He sells those weld on dual shock adapters on his web site too .....
« Last Edit: December 02, 2014, 05:04:45 pm by gotgixers »
I PITY THE FOOL, THAT DONT RIDE OLDSCHOOL


Offline IanC

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Re:
« Reply #94 on: December 02, 2014, 05:14:14 pm »
Katman?
Edit: Never mind.  Searching last night I found pretty much everything I needed.
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline gotgixers

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Re: 1978 GS1000EC
« Reply #95 on: December 09, 2014, 10:43:50 pm »
Yes, I believe he goes by Katman ....
I PITY THE FOOL, THAT DONT RIDE OLDSCHOOL


Offline IanC

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Re: 1978 GS1000EC
« Reply #96 on: December 10, 2014, 10:19:39 pm »
Got the Bandit rear end off of the donor bike tonight and got a better idea of changes that will have to happen to make this work.

1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline Luvmystar

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Re: 1978 GS1000EC
« Reply #97 on: December 10, 2014, 10:31:49 pm »
Lookin better already. :21
Marc

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Offline gotgixers

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Re: 1978 GS1000EC
« Reply #98 on: December 11, 2014, 07:30:29 pm »
Totally badd azz Ian !!!! :21
I PITY THE FOOL, THAT DONT RIDE OLDSCHOOL


Offline IanC

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Re: 1978 GS1000EC
« Reply #99 on: December 22, 2014, 09:36:02 pm »
Just bought a new (to her), slightly harder pumping heart for the GS. Funny enough it was in Forest Lake, MN which is where my beautiful, smart, understanding wife is from. Her family will be picking it up and stashing it for me until we can make a trip up there to grab it.
« Last Edit: December 22, 2014, 09:43:01 pm by IanC »
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline Luvmystar

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Re: 1978 GS1000EC
« Reply #100 on: December 22, 2014, 09:53:09 pm »
I see a need for a road trip in your near future.
Marc

Do not argue with an idiot. He will drag you down to his level and beat you with experience.

Offline gl1dinorider

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Re: 1978 GS1000EC
« Reply #101 on: December 23, 2014, 02:17:02 am »
i'll chip in $5 for gas.
What does "riding season" mean?

Offline Sarge

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Re: 1978 GS1000EC
« Reply #102 on: December 23, 2014, 10:48:59 am »
Just bought a new (to her), slightly harder pumping heart for the GS. Funny enough it was in Forest Lake, MN which is where my beautiful, smart, understanding wife is from. Her family will be picking it up and stashing it for me until we can make a trip up there to grab it.

By heart, do you mean a new motor or fuel delivery system?

 ???
Semper Fi

Offline IanC

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Re: Re: 1978 GS1000EC
« Reply #103 on: December 23, 2014, 11:50:22 am »
By heart, do you mean a new motor or fuel delivery system?

 ???
She'll be getting both but this purchase was a new engine.  Technically,  I bought the whole bike but I was after the engine.
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline Chris

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Re: 1978 GS1000EC
« Reply #104 on: December 23, 2014, 03:33:04 pm »
Darrell,

What Ian found was a pretty complete 1980 Suzuki GS1100E with no title on eBay.  The engine will fit in the 1978 frame since the engine cases are identical with the 2 valve GS1000 but makes a lot more power due to a 4 valve per cylinder head and larger displacement.  The cost to buy the bike for the engine will be defrayed by parting it out.  It's possible that Ian may make all the purchase price back selling parts on eBay and so end up with an essentially free engine.

Chris
« Last Edit: December 23, 2014, 03:35:26 pm by Chris »
CHRIS
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CURRENT BIKES

1978 GS1000C / 1979 GS1000S / 1981 CM400C / 1986 RG500 GAMMA / 1988 R100RS / 1991 K100RS / 1997 GSF1200 BANDIT

Offline Sarge

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Re: 1978 GS1000EC
« Reply #105 on: December 23, 2014, 08:36:19 pm »
Interesting. I found a Honda Shadow 1100 with title.  I want a few parts off it but was not sure if I could sell the rest of the bike. Maybe there is a demand out there. Those seem to be fairly lo popular bikes. It is not running, but could probably be repaired.
Semper Fi

Offline IanC

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Re: 1978 GS1000EC
« Reply #106 on: December 04, 2015, 01:51:45 pm »
Project has been stagnant but not forgotten. Plans have been made, a couple purchases made, the frame is being pruned of excess brackets.
I'm in the process of buying an 1983 (referred to as the big-end crank) crankshaft as they were welded and made much more robust than the earlier 1100's (referred to as the small end crank).
The primary goal for the engine build will be reliability but it will be warmed up a little bit. I've been talking to a gentleman named Ray whom is probably the biggest name in GS performance engine building and he will be performing a bit of work.
We discussed some options and right now I have two. Bump the motor to an 1177 using the stock cylinders and make roughly 140 rwhp with more on tap but once again, the goal is an ultra reliable ride. Option two is basically the same but use GS1150 cylinders, punch it to 1229cc and make roughly 160rwhp without sacrificing any reliability. Considering the stock GS1000 belted out about 75rwhp, even the 140hp option is a massive increase over stock.
Costs are nearly identical with the only extra expense being the cost of the 1150 cylinders so really it's come down to how much power I really want this bike to have. I'm leaning towards the 140hp option because realistically that's more than enough.
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline Luvmystar

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Re: 1978 GS1000EC
« Reply #107 on: December 04, 2015, 05:18:38 pm »
This will be fun to watch as you get it back together and more to watch it when running again.
Marc

Do not argue with an idiot. He will drag you down to his level and beat you with experience.

Offline Chris

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Re: 1978 GS1000EC
« Reply #108 on: December 04, 2015, 07:36:28 pm »
Project has been stagnant but not forgotten. Plans have been made, a couple purchases made, the frame is being pruned of excess brackets.
I'm in the process of buying an 1983 (referred to as the big-end crank) crankshaft as they were welded and made much more robust than the earlier 1100's (referred to as the small end crank).
The primary goal for the engine build will be reliability but it will be warmed up a little bit. I've been talking to a gentleman named Ray whom is probably the biggest name in GS performance engine building and he will be performing a bit of work.
We discussed some options and right now I have two. Bump the motor to an 1177 using the stock cylinders and make roughly 140 rwhp with more on tap but once again, the goal is an ultra reliable ride. Option two is basically the same but use GS1150 cylinders, punch it to 1229cc and make roughly 160rwhp without sacrificing any reliability. Considering the stock GS1000 belted out about 75rwhp, even the 140hp option is a massive increase over stock.
Costs are nearly identical with the only extra expense being the cost of the 1150 cylinders so really it's come down to how much power I really want this bike to have. I'm leaning towards the 140hp option because realistically that's more than enough.

I would lean towards the lower hp build for reliability reasons. Even at 140 bhp that air cooled engine will have trouble shedding all the heat being generated on a hot Tennessee summer day.
CHRIS
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CURRENT BIKES

1978 GS1000C / 1979 GS1000S / 1981 CM400C / 1986 RG500 GAMMA / 1988 R100RS / 1991 K100RS / 1997 GSF1200 BANDIT

Offline Deuce

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Re: 1978 GS1000EC
« Reply #109 on: December 04, 2015, 11:18:08 pm »
Reliability is very important for sure.
2006 VTX1300C 205/70/15 Hydroedge rear tire, Leatherlyke Bags, Batwing, Cobra floor boards, Vance & Hines pipes, LEDGlow, Pair Mod, Kuryakin Hypercharger Pro, Mustang seat, Cobra passing lights, Cobra Case Gaurds, 3" Fork extensions, 1800C Shocks, Cobra Tach, Custom Risers, Custom Kickstand, and a  WOLO Badboy Horn.

Offline gl1dinorider

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Re: 1978 GS1000EC
« Reply #110 on: December 05, 2015, 02:13:10 am »
I would lean towards the lower hp build for reliability reasons. Even at 140 bhp that air cooled engine will have trouble shedding all the heat being generated on a hot Tennessee summer day.


New winter bike?
What does "riding season" mean?

Offline IanC

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Re: 1978 GS1000EC
« Reply #111 on: December 05, 2015, 04:53:05 pm »
I would lean towards the lower hp build for reliability reasons. Even at 140 bhp that air cooled engine will have trouble shedding all the heat being generated on a hot Tennessee summer day.

While that's certainly a concern, the compression ratios between the two options are nearly identical so I think the temp difference will be negligible. Regardless, a large oil cooler and a top end oiler are planned either way I go.
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R

Offline Chris

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Re: 1978 GS1000EC
« Reply #112 on: December 06, 2015, 04:19:27 am »
I think the waste heat to be dispersed by engine cooling is in proportion to the HP made by the motor.  As 160hp is 14.2% more than the lower 140hp figure I would expect that the waste heat generated to be about 14% higher as well.  So if your notational 140hp engine is running its oil at 210 F then a jump to 160hp and 240 degrees would give you an additional 30 degrees worth of energy to dissipate.

Besides the obvious addition of an oil cooler another modification to cool the motor would be the replacement of the shunt rectification charging system with something more modern. Using a shunt rectifier uses the bikes stator windings as a resistor to dissipate excess voltage and since those run in the engine oil that effectively makes the bikes charging system into an electric block heater.  Some who have made that charging mod to old GS's have reported a 20-30 degree drop in engine oil temps as well as more reliable electrics.

In any event, running the engine at twice the original power output is possible, but must inevitably have a negative effect on reliability.  Simply put, the engine wasn't designed for that.   I think having a goal of modern Superbike levels of horsepower out of an old air cooled motor and also thinking you're going to retain stone ax reliability through careful modification and assembly is a pipe dream. There's a lot of good reasons engines have changed a lot in the last 40 years.  So, it's going to be a balancing act.  You'll need to decide what levels of reduced reliability and possibly ride ability are acceptable to achieve your HP goal.  It may be you might end up with a powerhouse engine that wouldn't be suitable for riding in town on a hot summer day or taking on a trip but in the end it's your choice. Which ever course you decide on I'm looking forward to helping in any way I can.
CHRIS
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CURRENT BIKES

1978 GS1000C / 1979 GS1000S / 1981 CM400C / 1986 RG500 GAMMA / 1988 R100RS / 1991 K100RS / 1997 GSF1200 BANDIT

Offline IanC

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Re: 1978 GS1000EC
« Reply #113 on: December 10, 2015, 12:39:47 am »
While sitting around tonight I decided to do some figuring on my front end. I currently have a 2005 GSXR600/750 front end. The modern Suzuki front ends are nearly bolt on which is fantastic. There is one caveat though, they're much shorter than the old GS's front end (775mm) costing me loads of precious ground clearance. So what to do? I've looked into a lot of options and really haven't found any one solution. The 1991-ish GSXR1100 front end is long enough it would be fine as is and would be an enormous improvement over the originals but...I'm being nit-picky and it just isn't what I want. I like the front end I currently have but it is very short at 720mm.  So after tons of research this is what I've come up with.

2006-2009 GSXR-600 forks are 738mm and have the same look.
Honda 954 upper triples have a 10mm drop but the fork spacing is smaller so I'd have to figure out the wheel/brake situation.
Traxxion makes an 20mm extension for these forks.

So...775-738-10-20=7mm difference.
 
I may just take the 10mm hit and nix the 954 triples to make my life easier with the wheel/brake set-up. Maybe have a custom upper triple machined later if it becomes an issue. So now I'll use the 2005 triples I already have, find some 2006+ forks, and spring for the extensions. I'll also have to replace the rotors on the 2004 GSXR wheel I have. '04 & '05 used a 300mm rotor where as '06+ uses 310mm.

On the engine front, I have the welded crank and some high volume oil pump gears on the way.
1978 Suzuki GS1000EC - Completely custom.
2012 Triumph Daytona 675R