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can i install a sixth gear

  • Thread starter Thread starter NES07DEZ
  • Start date Start date
Suzuki_Don said:
That's because the same gear indicator is used on the 550 which does have six gears, as does the 450.
Click to expand...
This is pretty common in the early "L" model gauges. They all must have used the same set for a little bit.
 
The final drive ratios on the specs I have found for the Gs1000G and GS1100G are the same as well as the transmission ratios. The only difference I could find were the secondary bevel gear ratios. I will check this out again to make sure. The Gs1100 G bevel gear set I have has the exact same bolt pattern and outer cap as the 850G I have. You don't have to split the cases to remove the bevel gears just remove the swingarm and drive shaft. I may go ahead and try it even though I may sell off my 850. I'll let you know what I find out. It is true about the 850. When I first got an 850G I thought the motor was really revving too high at cruise speed. Especially after riding a Gs1100G. After you get used to it and since the 850 is so smooth and willing to purr along at these rpms, it begins to feel natural for the bike.
Dan
 
bdalameda said:
The final drive ratios on the specs I have found for the Gs1000G and GS1100G are the same as well as the transmission ratios. The only difference I could find were the secondary bevel gear ratios. I will check this out again to make sure. The Gs1100 G bevel gear set I have has the exact same bolt pattern and outer cap as the 850G I have. You don't have to split the cases to remove the bevel gears just remove the swingarm and drive shaft. I may go ahead and try it even though I may sell off my 850. I'll let you know what I find out. It is true about the 850. When I first got an 850G I thought the motor was really revving too high at cruise speed. Especially after riding a Gs1100G. After you get used to it and since the 850 is so smooth and willing to purr along at these rpms, it begins to feel natural for the bike.
Dan
Click to expand...
And I am telling you that you are dead wrong. the patterns may be the same, but it WONT fit. its too big. And you DO have to PARTIALLY split the cases to install them correctly. Not take the cases apart, but that side has to be pried apart. Also, the GK for a FACT has a different final drive ratio than any of the others. You're talking about picking up less than 500RPM, there are easier ways to do it, and you're going to be mad when you realize it wont work how you think it will...

Im done talking about that.
 
I looked up the part numbers for the GS1100G, GS1000G and GS850G

The output transmission shaft is the same part number for all three bikes, the final drive ratios are all the same (11/34) The secondary drive bevel gear drive shaft bearing housing is the same part number, All the shims are the same part numbers, the output shock drive is the same part numbers the only difference is the outer bevel gear bearing housing and the seals, spacers and bevel gears and shafts. All the dimensions are identical. This has to be different to accomodate the different size gear and shaft length. The factory manual shows how to remove the housings and check the gear backlash and gear tooth centering with the cases not split or loosened and still mounted on a unassembled bike. These can be removed to adjust the backlash and this has to be done with the cases together. I don't want to get anybody upset and I am not a casual mechanic as I have been working on bikes since 1969. Just check it out for yourself. Look in the parts manual - It looks like everything will fit fine.
 
You are right about one thing - the gs1100GK in 1983 does have a different final drive ratio. It is 11/32 vs 11/34 for the Gs850/1000/1100 pre 1983.
 
ShaftDriveGSgearratios.jpg
 
BassCliff has the data...good job! No more guessing.

I have a '83 1100G rear end on my 850 and it does drop the rpm a smig. The unit itself seems identical to the 850 part other than gearing.
 
You know, I forget where I got that chart. I think Mr. Matchless compiled the data and made up the chart. :-k

In looking over the chart, my mind wanders......:rolleyes:

Hmmm. Can I transplant 5th gear from an "L" model, along with a final drive unit from a GK, and further lower my RPMs at 70mph? I would think that would be more trouble than it's worth. :D

On my ride a couple weekends ago (over 400 miles), during the leg home I was running at or above 6000rpm most of the way, keeping up with "Harley" Joe (likes to go fast in a straight line). I still got over 40mpg from that tank of gas.


Thank you for your indulgence,

BassCliff
 
it seems hardly worth all the work for just 1k in rpm drops, you will end up giving up acceration grunt while highway cruising. Which makes this even more unappealing especailly if you need to scoot around something quickly.
 
Mind like a steel sieve

Mind like a steel sieve

Mr. Nessism kindly reminded me that the GS shaft drive gear ratio chart is his compilation. Sorry Ed. :o

I've updated the page where the chart is stored to give credit where credit is due. Thanks Ed!


Thank you for your indulgence,

BassCliff
 
Something else to remember when thinking about changing the final drive ratio - this will effect all gears equally. First gear will be taller and driveability will be effected from stops. Your acceleration will be slower through the gears as well. If you want the engine to spin 3500K at 70, the bike will be almost unuseable at slower speeds.

What the 850s really need is a 6th gear, but the bike was designed with 5. This includes an engine designed to run all day smoothly and efficiently at 5-6K RPM.

To get over the notion that running at 5K RPM is somehow inappropriate, find yourself a big twin and run it down the highway at 5K. Then hop back on your GS - you'll never complain again.
 
Last edited:
flyingace said:
Something else to remember when thinking about changing the final drive ratio - this will effect all gears equally. First gear will be taller and driveability will be effected from stops. Your acceleration will be slower through the gears as well. If you want the engine to spin 3500K at 70, the bike will be almost unuseable at slower speeds.

What the 850s really need is a 6th gear, but the bike was designed with 5. This includes an engine designed to run all day smoothly and efficiently at 5-6K RPM.

To get over the notion that running at 5K RPM is somehow inappropriate, find yourself a big twin and run it down the highway at 5K. Then hop back on your GS - you'll never complain again.
Click to expand...
Very very good point.
 
Do as we have said, the GS 1000 beveled drive gear set WILL NOT FIT in an 850 period no questions.... I tried it years ago. It will fit into the motor but will not engauge the internal trans shaft
 
???

???

Ok so will a 83 gs 1100gl final bolt and work on a 80 gs1000g?
What is the gain?
And why should do it ?
I have a good final drive from a 83 1100gl
sorry to skip all the info but i have to read all of them wow
 
motocycle shawn said:
Ok so will a 83 gs 1100gl final bolt and work on a 80 gs1000g?
What is the gain?
And why should do it ?
I have a good final drive from a 83 1100gl
sorry to skip all the info but i have to read all of them wow
Click to expand...

Yes it will fit, and your freeway rpm's will drop about 300 at normal cruising speeds.
 
first timer said:
no a sixth gear can not be added, no you can't change your shaft ratio. You are just going to have to live it it, 5500 is nothing for these bikes, these motors were designed to rev (as are most bikes harley excluded) and they love to and that is where suzuki hide the power take it up to 7000k then you will feel a completly differant motor, it really wakes up.
Don't feel bad shift her all the way up at redline it will be fine.
Click to expand...

I know this is an older thread but something here rang very true to me and I wanted to comment on it.

I felt the same way about the rpm's. They seemed too high cruising at 60 with 4000 rpm's. I read this thread (I've made it through hundreds- just a few thousand to go), and thought to myself, "self, you need to test this hyposthesis that the motor is happier at higher rpm's."

So I did just that. Got her to a nice, straight, long stretch, dropped into 3rd gear at about 45 and ran her up there. WOW!!! At about 6000 rpm the engine smoothed right out and seemed to pull for more. While I didn't take her to redline, I did break 8k in 3rd and 4th and that was way too fast for me.

Truly remarkable. And I would never have known but for you guys and your knowledge.

Thanks again.
 
Gssheller said:
I know this is an older thread but something here rang very true to me and I wanted to comment on it.

I felt the same way about the rpm's. They seemed too high cruising at 60 with 4000 rpm's. I read this thread (I've made it through hundreds- just a few thousand to go), and thought to myself, "self, you need to test this hyposthesis that the motor is happier at higher rpm's."

So I did just that. Got her to a nice, straight, long stretch, dropped into 3rd gear at about 45 and ran her up there. WOW!!! At about 6000 rpm the engine smoothed right out and seemed to pull for more. While I didn't take her to redline, I did break 8k in 3rd and 4th and that was way too fast for me.

Truly remarkable. And I would never have known but for you guys and your knowledge.

Thanks again.
Click to expand...


The more time you spend in those rpms, the more you'll like your bike..:clap::D
 
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