I've heard that this mod is possible but would (of course) take extensive modification. I was just curious if anybody else out there in GS land had seen this done. I've read that you can cut the 2 outside cylinder heads off an older model katana or GSXR (oil cooled version) and make it work. I'm 90% sure the bolt pattern is the same. Anyway I'll stop pretending too know what I'm talking about and what for a reply.
LMFAO!!! nice name man! :mrgreen:
I would wait for blueknyt to reply.. i believe hes done this.. or was it kevin c?
hmmm..
someone must know :o
Gsxr 750 head mods are (relatively) common with the racers, pretty much as you described. A tight fit, but it can be made to work well. I can't comment on specifics as I've only seen them as a spectator, but there may be others around with practical experience. I posed a link recently with an article on one of the more extreme gs racebikes using this configuration.
yes, it was done with the old OIL cooled 750 GSXR head, outer cyl cut off, custom made cams from web cams i believe. the person also bored the cyl to use 80mm pistons(kept snaping cranks) got a forged crank and a fluid vibration dampner and it held together. the engine looks like a TRUE Frankenbike, or something from RatFink
here is the link with pix and basic run down.
http://www.sportrider.com/bikes/146_0110_gs500/
exspensive undertaking, and lots of homework to be done, i understand the older GXSR 750 bore was 73mm but had a longer crank stroke, but not sure, have to check my notes. now, i was thinking of using the old 80 GSX 1100 E aircooled head.
Bob Broussard is the current lister who did the GSXR head mod.
The bolt pattern is 100% identical.
Edit: Ooops, this wrong! Seee Bob B's post.
I used an 89 GSXR 750 head for my project. The four inner stud holes and the bolt hole in front line up.
The four outer stud holes need to be re-drilled inward a little.
There is plenty of material in this area to do this. I did penetrate the casting outside one stud, so keep an eye out for this. JB weld fixxed it. That didn't happen on my first head though. You need to use a milling machine and endmill to relocate the holes. They are 50% into the original hole so a drill bit will wander and not make a clean hole.
I cut the outer cylinders off in a bandsaw. Then milled the ends clean and finished with a 4" facemill.
I made aluminum plates to cap off the ends. These were drilled for an oil passage for the cams and rockers. Normally oil comes up the outer studs, but that has been removed. You need to plug the oil hole in the cases between the outer studs. When you pull the cylinders off you'll see where the oil comes up through a small jet. Pull the jet out and thread the hole for a plug. All the oiling will be through external lines. The plug on the side case under the ignition is where you connect to for oil. You need to cut the hole in the gasket larger since it is a very small one now. This is where the shop does a oil pressure check.
There are a number of things that need to be done and I don't have time to list them now.
I'm going to put a page together with pictures.
I've had issues with it smoking at the track. I think it's mainly rings not seating. The hone job that was done seemed way too fine.
I just had it at Infineon raceway.
I still had some smoking problems but the motor lost power for some reason. I suspect the rocker arms might be bent or an adjuster came loose. I'll post what I find when I tear into it.
thanks for the info, I thought I would only get a little help, not a step by step rundown. Finally my dreams of breaking the land speed record on my GS seem real!!! :cheers:
Quote from: Dirk Digglerthanks for the info, I thought I would only get a little help, not a step by step rundown. Finally my dreams of breaking the land speed record on my GS seem real!!! :cheers:
The current cycle world article on new Suzuki's says that the '04 GS500 has a 4 valve head - it that is not a mistake there should be a couple extra horsepower of foot pounds of torque to be had by retro-fitting the new heads
my bike has a 4 valve head....an 8 valve head would be nice though :P
Quote from: werase643my bike has a 4 valve head....an 8 valve head would be nice though :P
On page 54 of the November issue it states " ...four-valve-per-cylinder, dohc parallel-Twin, which traces its roots back to the lat 1970's GS400."
I saw that clip in Cycle World.
I was going to write them and tell them about their mistake.
From everything I've seen and heard it's still 2 valves per cylinder.
I just dismanteled my motor to see what's going on with the power loss. I found the battery ground bolt had broken, so that might have contributed to things. But I had a rod bearing going out too. That was a surprise since there were no signs of it until I drained the oil. The high compression kept the piston from hitting the head and knocking, so no damage to up top.
I'm hoping the crank is still usable since I spent a bunch having it balanced and prepped.
Head looks great though.