Honda guy with a Suzuki: GS550 project

[Scott S]

When your hands look like this just from removing the wiring harness, it's bad.

[Scott S]

This is just one of about fifteen reasons I could find that the P.O. claimed to be having electrical problems. In their defense, they had added about half a dozen extra ground wires, some made with what seems to be house wiring or a coat hanger!

[Scott S]

This is the rear of the cylinders AFTER an initial cleaning. The front side is worse.

[Scott S]

The front sprocket is waving and saying "Hi!".


What are some reasons for all the goo back here? I've seen shift shaft seals cause this. Can that seal be changed on the GS550 without splitting the case?
I plan on doing a MUCH deeper cleaning, but it's supposed to rain for the next few days.

[Mr.humbucker]

I've had 5 550's over the years. I have three restored in my garage and a GS650G 82 on the go (two actually). The goo in the photo is pretty typical of what I've seen when I peel back the layers to clean. Likely oil/lube from the chain and possibly grease from the worm gear? From scanning your posts you've got a great handle on this project and there isn't likely much I can tell you that isn't in the other posts but I will say that on an 82 GS550L I have, I converted it to a "T". The GS550T was a one year model for 81. It was my first bike back in the day. I still like it as it has gets away from the Japanese chopper look with the stepped seat. The T seat is pretty much flat and a better ride for the shorter frame of these smaller bikes. Riding an L for me is too cramped.

I've inserted a picture of my L to at T conversion. All I had to do was make a new seat latch plate out of some metal I had on hand and use the T side covers as the angle of the seat is different. Also, seats for the T that are in good shape are like hen's teeth to find so I had Pitt Replica's make a new cover which he now sells on eBay for about $90. They're well made and well worth the money as they're an exact replica unlike some of the other covers out there.
IMG_0636.jpg

[roeme]

The front sprocket is waving and saying "Hi!".


What are some reasons for all the goo back here? I've seen shift shaft seals cause this. Can that seal be changed on the GS550 without splitting the case?
I plan on doing a MUCH deeper cleaning, but it's supposed to rain for the next few days.

Normal, the way the chain 'cage' (more of a box) is constructed dirt accumulates very easily in there.

Which seal are you referring to? Oil pan, stator cover? Then yes.

Also, that sprocket is totally worn out, but methinks you know that already.

[Chuck78]

The seals can all be changed from the outside without splitting the cases on a GS. GS engines are really designed well, very easy to work on

And by the way, your cam chain tensioner needs a rebuild - the main oil seal, and the set screw O-ring for sure. There is a third O ring that takes a 30 or 31 mm socket to access, it's never really the culprit, but can swap that as well at the same time.

[Chuck78]

http://www.bwringer.com/gs/camchaintens.html

The block gasket part number is for an 850 there, but the rest fits 99% of GS cam chain tensioner aside from 1989-2010 GS500's and the first few months' worth of 1977 models use a larger setscrew with a sealing washer that's not as good, but on the parts fiches.
The smaller setscrew with o-ring groove is on most GS's. for some reason Suzuki excluded the cam chain tensioner internal parts of that type from most of the parts fiches, so that link is your only source for those OEM part numbers.

[Scott S]

Yeah, I knew the sprocket is worn out, hence the "wave" reference. Being cheeky a little bit...or attempting to be!

I've repaired several leaking shift shaft seals, and even a couple of main shaft seals, on XS650's and a few CB500/550's. Good to know that's an option here, too. I'm not sure if it's actually leaking or just never been cleaned in there before.

I've read up on the tensioner rebuild. It very well may need it, but there was a LOT of oil coming from around the head gasket and valve cover. There's also black silicone goop oozing out of places where there should only be a gasket. I'll take a good close look at everything when I get in there.

[roeme]

Yeah, I knew the sprocket is worn out, hence the "wave" reference. Being cheeky a little bit...or attempting to be!

(...)

lol, completely missed that line, just saw the pic and the text below. Carry on then!

[Scott S]

It's been a long time since I updated this thread and, well, there's a reason for that. It seems I got distracted and went in a completely different direction.

I made the mistake of learning that you can transplant a later model engine into the 550 frame. Shortly after that, I picked up this 2000 GSX750F/Katana for cheap.



Robbed it of it's engine, wiring harness, suspension, wheels and tires...

[Scott S]

Found a Bandit 600 triple tree and modified it slightly for bar risers.

[Scott S]

Converted the Kat swing arm to dual shock.

[Scott S]

Had some custom brackets and spacers made and installed the GSX750F engine.

[Scott S]

Since I won't be able to run an air box, I picked up a set of earlier style BST36 carbs from a '95 model. These are supposed to play better with pods.
Rick at OldSkoolCarbs did his thing to them. They will eventually be jetted properly. (I HIGHLY recommend Rick, BTW).




And I'll use K&N filters.




And a stainless Yoshimura slip on with the factory header, after I smooth out the factory welds, a trick the GSX guys do for more flow.




The GS550E was rated at 49 H.P. and the GSX750F was rated at 96 H.P. With the aforementioned mods and maybe a timing advancer, I'm hoping for at least 100 H.P., or 80+ at the wheel.