The GSResources — Rippings GS1000s

5 Мар 2015 | Author: | Комментарии к записи The GSResources — Rippings GS1000s отключены

Ripping’s 1979 GS1000S

I know little of the history with the GS range, only to be that the ‘S’ model was the flagship of the day. It was both and more powerful than else in its class (notably the Z Kawasaki’s), winning rave from testers of the era, who on its comfort, power and handling. The GS S was the last of the 2 valve Suzuki being superceded by the 4 valve GSX and of course the show stopping

My Suzuki GS 1000 S is a 1979 There were two different released by the factory, the GS 1000 SN — 1980), and the GS 1000 ST Differences in these two models to be minor, the ones I have are:

foot pegs to rear sets on later (it soooo easy to scrape the on the SN. you need a large wallet for the of boots you’ll wear

Indicators changed to black ‘bullet’ type, from chrome round style.

The control unit was changed to a design on the later ST model.

instruments changed from an style dash to separate and tachometer units in the ST model the clock and the fuel gauge).

Switch blocks were from alloy to black with rearrangement of the functions.

actuation was by remote cable the headstock on the SN, the ST had a local flip on the carburetor bank.

Real size changed to 18 inch on ST model (from 17)

Wheel was black on the SN, gold on the ST.

Brake were of a different design, the ST also running slotted, discs.

Cosmetics were different between the two models. The ST was with either a red/white or a colour scheme. The SN was blue/white

Differences in the engine are harder to supposedly the later model was with larger intake and ports. I have yet to confirm as so many have been from standard.

These are the ones I have picked up on. If is anyone out there who has more concerning these models, email me .

I first bought a GS S in 1988. This was the later ST It served me well for six months or so.

I took it to the Pukekohe International for a private ride session, and up crashing it (there’s a long behind that one!), 10 before the day was over. So that that one — coming with a bent frame other cosmetic damage. I have the remains of the bike, but call it a runner as it is stored in 5 or 6 boxes!

The GS 1000 S I have now (in one is, as I have mentioned. an SN model. I this in 1993 for $NZ1800.

The is basically standard, although it forged Arias pistons, a H/D clutch kit and an unnamed four one exhaust. The engine has been once by me (more of a check, anything). Upon reassembly, new were used throughout, the and seats given a 3 angle and the ports mildly polished to casting marks and match the to the inlet manifolds. Little has been done on the bike from this.

Attention has paid to polishing the alloy and forks, and generally tidying up the appearance.

Ride Impression.

many of its brethren, the GS is heavy and pushing it around makes its known. But, once a well balanced bike is losing much of its apparent

The first thing to grasp attention is the wide well seat and wide bars the rider to move around on the to find a position most The seats of the GS series have hallowed as the best in the business, and long hours can be had in the saddle, few aches and pains at the end of the day.

The actuation is smooth and the take-up The torque of these mills a smooth takeoff, with clutch slip or stratospheric Accelerating up through the gears is enough below 5000 rpm or so, it starts to clear it throats up 7 to 8000 rpm when the motor most at home, pushing you with all it can muster (which inconsiderable), until you run out of revs, or road.

Suzuki GS 1000

The best speed seen on this bike is 220 (that’s on the clock, so expect a inaccuracy). Quarter mile should be in the mid to high 12 second 100 km/h in top equates to around with the gearing I am running.

Vibration from the engine is unless you run high revs but then you should be too busy to such minor things. the corners, the GS requires a little at the bars to get it heeled over, but online it is stable enough. a big hint of understeer.

I’ve the best technique for to hustle behemoths through the twisty is to, use the rear brake as a stabiliser as you and round the corner, then to up the rear wheel as quick as you taking the pressure of the skittish This is all well and good bumps are encountered, then the thickens.

Suspension on these must be in top notch order to the potential of the bike. The frame is over twenty years and saggy suspension will a frame of spaghetti into a of wet spaghetti.

Tyre choice on the GS is critical. The secret being. get them too sticky. If the tyre slip around a little, all the forces are transmitted through uncompliant suspension to that Under anything more moderate cornering, this make the frame (and flex, leading to some wallowing.

Tyres I have used effect are the A49/M48 combination Michelin and to a lesser degree the Super Twins. Michelin Hi are a great recommendation if you like to do Doohan impersonations, allowing you to wheel steer the bike out of in long controlled slides.

and switchgear.

The instruments are easily day or night, with a clock and a gauge a couple of handy that were dropped on the ST Redline is at 8500 rpm and the speedo to 240 km/h. Switch gear to your thumbs, featuring a to cancel indicator switch, and a mounted choke cable on the upper triple clamp.

Since having this I have been plagued by concerning the starter motor on the back of the alternator rotor. The 3 that attach the clutch to the keep snapping at the most times (sometimes within of putting in new ones). I have new starter clutches and alternator used mild, stainless and tensile bolts. and machined the two surfaces of the clutch and rotor, but to no

I have yet to check the crank for which may well have to be my move. Does anyone any ideas?

Another problem I when starting the bike, is a clack clack comes the starter clutch, as if compression the motor is kicking back. I been told that the timing may cure this, as compression ratios do not need the of a factory timing set up. this is damaging the starter clutch, as the loaded pins inside are shunted through the clutches (every clutch I have tends to have this

These are the only things keep the machine from reliable. I would love to get it Any information about these would be gratefully received. and stories too. you will get a

To Contact Ripping, you e-mail him at:

Suzuki GS 1000
Suzuki GS 1000
Suzuki GS 1000

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