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Disappointingly, I had written a very long and detailed post but accidentally deleted it while trying to insert some pictures and the board autosaved the deleted message so I'll have to start from scratch again and I'll see if I can rewrite everything I did for the initial post. With that out of the way...
Intro:
In March 2024, I bought my first motorcycle, a 1986 Honda Nighthawk 450SC. I learned how to ride on it and saved myself from some interesting situation with the 450cc parallel twin engine. Once I got comfortable, I started riding longer distances with it, getting a taste of touring and finding that I quite enjoyed it. Around September, I started craving something that was indeed touring capable. The Nighthawk 450 can do it, but not as comfortably. Enter the 1979 Suzuki GS850. The example I purchased was a one owner bike. The previous owner only gave it up after he became too old to handle the machine and I don't blame him. It's a heavy bike at 600# wet and probably 620# with the Windjammer IV fairing on it. But when I test rode it, I knew this was the next bike for me. And as the GS850's second owner, I feel some weight of obligation to keep it running like the previous owner did. A caveat, I did not buy it directly from the previous owner but from the shop that did work on the GS850 for the previous owner. I initially spotted it perhaps in August at a price of $1800 and then in late October it went down to $1300 and I knew it was time. I wasn't necessarily waiting for a price drop, but when it happened, I had to get it. I learned that several people had viewed the bike before me but the Windjammer stopped them from buying it. Not me.
There was some initial work done to the bike to get it into sellable condition. I was informed by the shop owner that the carbs had been cleaned, the valves adjusted, and a new AGM battery from Duracell installed. Sometimes I like to think that I didn't buy the bike, but I bought the carb cleaning and valve adjustment service for a free bike. I am inclined to believe that the carbs are in fact clean because when I test rode it and rode it a few times after the initial purchase, I didn't experience any bogging or strange behavior when applying the throttle. The power is there when I ask for it and it is delivered smoothly. Going from a 450cc parallel twin to an 850cc in-line four cylinder powerhouse was quite a pleasant jump. The GS850 also starts with no hesitation whether electronically from the ignition button to using the kickstart. I noticed in the dead of winter that the bike took considerably longer to start and while it's still a bit cold in these early days of spring, when I started and rode the bike on warmer days, the bike only needs the choke for about 2 to 3 minutes before it's warmed up so I also think that perhaps some larger jets were installed into the carbs since I've heard that even on summer days, these GS850s are notoriously cold blooded. However, this GS850 is not in a condition that I would consider reliable for the interstate touring that intend on doing this season.
Rubber:
According to the date codes, the tires come from the same year that I graduated high school, which was the mid 2000s. Not as vintage as the bike itself, but plenty vintage in a modern context and not in a flattering way. These tires have visible side wall cracks and once I noticed them, I am hesitant to ride them them for any meaningful amount of distance. The shop owner recommended that Dunlop D404 tires as a replacement for them but upon doing some reading on these forums, the D404s don't seem to come recommended by GS Resources riders. So I've currently settled on the Avon Road Riders MKII. They're about equivalent in pricing to the Bridgestone Battlax BT46 tires as well. I just wanted to try the Avons.
I don't think any of the rubber lines on the bike have been replaced since this bike was new. The brake lines have 1978 stamped on them and I imagine the fuel line is the same vintage. I was thinking of getting steel brake lines from Spiegler since they have a set for the GS850, albeit the 1980 model year and onwards. I know there are plenty of differences between the '79 and '80 GS850s, but I don't think the brake line lengths would be one. The bikes look very similar besides going to CV VM34 from the slide VM26. I'll also want to replace the petcock itself. It doesn't appear to be leaking, but from what I've read, it is something that should be replaced in case it does start to leak from age. Are OEM Suzuki made petcocks still available or are they all aftermarket replicas?
Electrical:
Recently I visually confirmed that the GS850 was still equipped with the OEM regulator rectifier. It looked like a large and chunky unit, but after looking up the part number that's stamped on the back of the unit, it is indeed the OEM unit. So I ordered what I believe to be a genuine Shindengen SH775 mosfet R/R from eBay. The unit came off a Sea-Doo and its part# is 710001103 with SH775AA stamped on the back. It also has a metal plate on the back of it that looks a bit scratched up so it leads me to believe it is a genuine unit. As large as the OEM R/R on the GS850 is, the SH775 is even bigger. However I read that I should be able to fit the SH775 in the same location as the OEM R/R, which is under the battery box. Although I read I might have to get some longer screws to accommodate the thickness of the SH775. Still, the mounting holes should be in the same place. I imagine the Stator must also be OEM if the R/R still is. I don't know the condition of either part since I haven't been able to test them with a meter. I've read that some people have just replaced the R/R and continued using the OEM Stator but that's probably dependent on the condition of the Stator. If it turns out to be bad, I'll be getting an aftermarket unit. I heard good things about the 12 pole Stator from Electrosport.
Now something I could use some guidance on is the cables for the R/R and Stator. I know that this has to be addressed along with replacing the units themselves. I have read about using the Triumph harness for the SH775 but I've also seen some solutions that have taken an extra step for you. I found this on eBay that someone mentioned in a post here, but unlike the cable from that post, this one looks has a reasonable looking length and is not super long. Would this be usable? https://www.ebay.com/itm/356180970417?itmmeta=01JQFWQBDN3N7E1PF7SH3NEFN3&ha sh=item52ee0a4bb1:g:EI0AAeSwzrpn5U41
I've also heard of Eastern Beaver and their products appeal to me because they sell completed connectors that need minimal adjustments. The completed Stator connector I comprehend and they even provide the hardware to mount the reciprocal connector to the Stator wires. However, the one that confuses me is the completed Battery connector. It's long so you can cut it to length and then attach the provided ring terminals and that I get. However it comes with its own Metri-Pack 630 ATO/ATF full size blade fuseholder. Is the fuseholder a replacement for the fuseholder on the bike already? I'm just confused on this part. Eastern Beaver also sells the FH020AA, FH0101AA, SH847 Connectors with Leads and you'd have to mount the connection hardware on your own and that's straight forward, but I do like having the cables already done up. Could I get some advice on the completed Battery connector from Eastern Beaver and what folks think about the cable from the eBay link?
As I'm sure many of you are aware, this GS850 comes with a functional light switch, unlike the permanently on lights from 1980 and onward. I recall the R/R and Stator wiring diagram that's floating around on this board has you connect the Stator to the R/R directly, by passing the goofy Stator leg that goes up to the headlight switch. Doing this doesn't affect the functionality of the switch, right? I kind of like having the option of turning the headlight on and off, even though it will be on 99% of the time. Lastly, one of the shop guys informed me that the GS850's points was replaced with an electronic ignition so no having to worry about replacing points.
Part 2 in next post.
Gallery:
Note: The right side seat trim actually snapped off shortly after this picture. It was hanging somewhat precariously from the rear and I should have removed it while it was still in one piece but alas. By the time I noticed it, the rear half was long gone. Luckily I bought a replacement seat trim on eBay. It doesn't look as clean and the rear mounting bit is broken off, but I can make do with it and find a way to mount it back onto the seat. I've noticed some GS850s online that are the model years with the seat trims are missing them. They seem to be an easily broken part unfortunately, but they add to the looks of the bike. Guest staring my 1986 Honda Nighthawk 450.
Intro:
In March 2024, I bought my first motorcycle, a 1986 Honda Nighthawk 450SC. I learned how to ride on it and saved myself from some interesting situation with the 450cc parallel twin engine. Once I got comfortable, I started riding longer distances with it, getting a taste of touring and finding that I quite enjoyed it. Around September, I started craving something that was indeed touring capable. The Nighthawk 450 can do it, but not as comfortably. Enter the 1979 Suzuki GS850. The example I purchased was a one owner bike. The previous owner only gave it up after he became too old to handle the machine and I don't blame him. It's a heavy bike at 600# wet and probably 620# with the Windjammer IV fairing on it. But when I test rode it, I knew this was the next bike for me. And as the GS850's second owner, I feel some weight of obligation to keep it running like the previous owner did. A caveat, I did not buy it directly from the previous owner but from the shop that did work on the GS850 for the previous owner. I initially spotted it perhaps in August at a price of $1800 and then in late October it went down to $1300 and I knew it was time. I wasn't necessarily waiting for a price drop, but when it happened, I had to get it. I learned that several people had viewed the bike before me but the Windjammer stopped them from buying it. Not me.
There was some initial work done to the bike to get it into sellable condition. I was informed by the shop owner that the carbs had been cleaned, the valves adjusted, and a new AGM battery from Duracell installed. Sometimes I like to think that I didn't buy the bike, but I bought the carb cleaning and valve adjustment service for a free bike. I am inclined to believe that the carbs are in fact clean because when I test rode it and rode it a few times after the initial purchase, I didn't experience any bogging or strange behavior when applying the throttle. The power is there when I ask for it and it is delivered smoothly. Going from a 450cc parallel twin to an 850cc in-line four cylinder powerhouse was quite a pleasant jump. The GS850 also starts with no hesitation whether electronically from the ignition button to using the kickstart. I noticed in the dead of winter that the bike took considerably longer to start and while it's still a bit cold in these early days of spring, when I started and rode the bike on warmer days, the bike only needs the choke for about 2 to 3 minutes before it's warmed up so I also think that perhaps some larger jets were installed into the carbs since I've heard that even on summer days, these GS850s are notoriously cold blooded. However, this GS850 is not in a condition that I would consider reliable for the interstate touring that intend on doing this season.
Rubber:
According to the date codes, the tires come from the same year that I graduated high school, which was the mid 2000s. Not as vintage as the bike itself, but plenty vintage in a modern context and not in a flattering way. These tires have visible side wall cracks and once I noticed them, I am hesitant to ride them them for any meaningful amount of distance. The shop owner recommended that Dunlop D404 tires as a replacement for them but upon doing some reading on these forums, the D404s don't seem to come recommended by GS Resources riders. So I've currently settled on the Avon Road Riders MKII. They're about equivalent in pricing to the Bridgestone Battlax BT46 tires as well. I just wanted to try the Avons.
I don't think any of the rubber lines on the bike have been replaced since this bike was new. The brake lines have 1978 stamped on them and I imagine the fuel line is the same vintage. I was thinking of getting steel brake lines from Spiegler since they have a set for the GS850, albeit the 1980 model year and onwards. I know there are plenty of differences between the '79 and '80 GS850s, but I don't think the brake line lengths would be one. The bikes look very similar besides going to CV VM34 from the slide VM26. I'll also want to replace the petcock itself. It doesn't appear to be leaking, but from what I've read, it is something that should be replaced in case it does start to leak from age. Are OEM Suzuki made petcocks still available or are they all aftermarket replicas?
Electrical:
Recently I visually confirmed that the GS850 was still equipped with the OEM regulator rectifier. It looked like a large and chunky unit, but after looking up the part number that's stamped on the back of the unit, it is indeed the OEM unit. So I ordered what I believe to be a genuine Shindengen SH775 mosfet R/R from eBay. The unit came off a Sea-Doo and its part# is 710001103 with SH775AA stamped on the back. It also has a metal plate on the back of it that looks a bit scratched up so it leads me to believe it is a genuine unit. As large as the OEM R/R on the GS850 is, the SH775 is even bigger. However I read that I should be able to fit the SH775 in the same location as the OEM R/R, which is under the battery box. Although I read I might have to get some longer screws to accommodate the thickness of the SH775. Still, the mounting holes should be in the same place. I imagine the Stator must also be OEM if the R/R still is. I don't know the condition of either part since I haven't been able to test them with a meter. I've read that some people have just replaced the R/R and continued using the OEM Stator but that's probably dependent on the condition of the Stator. If it turns out to be bad, I'll be getting an aftermarket unit. I heard good things about the 12 pole Stator from Electrosport.
Now something I could use some guidance on is the cables for the R/R and Stator. I know that this has to be addressed along with replacing the units themselves. I have read about using the Triumph harness for the SH775 but I've also seen some solutions that have taken an extra step for you. I found this on eBay that someone mentioned in a post here, but unlike the cable from that post, this one looks has a reasonable looking length and is not super long. Would this be usable? https://www.ebay.com/itm/356180970417?itmmeta=01JQFWQBDN3N7E1PF7SH3NEFN3&ha sh=item52ee0a4bb1:g:EI0AAeSwzrpn5U41
I've also heard of Eastern Beaver and their products appeal to me because they sell completed connectors that need minimal adjustments. The completed Stator connector I comprehend and they even provide the hardware to mount the reciprocal connector to the Stator wires. However, the one that confuses me is the completed Battery connector. It's long so you can cut it to length and then attach the provided ring terminals and that I get. However it comes with its own Metri-Pack 630 ATO/ATF full size blade fuseholder. Is the fuseholder a replacement for the fuseholder on the bike already? I'm just confused on this part. Eastern Beaver also sells the FH020AA, FH0101AA, SH847 Connectors with Leads and you'd have to mount the connection hardware on your own and that's straight forward, but I do like having the cables already done up. Could I get some advice on the completed Battery connector from Eastern Beaver and what folks think about the cable from the eBay link?
As I'm sure many of you are aware, this GS850 comes with a functional light switch, unlike the permanently on lights from 1980 and onward. I recall the R/R and Stator wiring diagram that's floating around on this board has you connect the Stator to the R/R directly, by passing the goofy Stator leg that goes up to the headlight switch. Doing this doesn't affect the functionality of the switch, right? I kind of like having the option of turning the headlight on and off, even though it will be on 99% of the time. Lastly, one of the shop guys informed me that the GS850's points was replaced with an electronic ignition so no having to worry about replacing points.
Part 2 in next post.
Gallery:
Note: The right side seat trim actually snapped off shortly after this picture. It was hanging somewhat precariously from the rear and I should have removed it while it was still in one piece but alas. By the time I noticed it, the rear half was long gone. Luckily I bought a replacement seat trim on eBay. It doesn't look as clean and the rear mounting bit is broken off, but I can make do with it and find a way to mount it back onto the seat. I've noticed some GS850s online that are the model years with the seat trims are missing them. They seem to be an easily broken part unfortunately, but they add to the looks of the bike. Guest staring my 1986 Honda Nighthawk 450.
). But looks like you've got things well in hand and have done your research. You got a great deal. And I don't have to teach you how to post pictures! 
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