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Old 04-06-2014, 12:34 AM   #16
Duck_Pilot
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Quote:
Originally Posted by LasseNC View Post
I'd love the TR750 pipes, but tuned for standard porting. That would be one hell of a project though!
You'd need to relocate/ replace the oil tank on the right side, and the airbox as well - to make room for that kinda pipe. Don't eliminate the tank to premix...... bad idea. If you have individual carbs, tie 'em together, then secure 'em to the cyl head. Don't fail to support the carbs... hanging by the intake boots won't work for long. Ask me how I know......
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Old 04-06-2014, 02:53 AM   #17
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Originally Posted by Duck_Pilot View Post
You'd need to relocate/ replace the oil tank on the right side, and the airbox as well - to make room for that kinda pipe. Don't eliminate the tank to premix...... bad idea. If you have individual carbs, tie 'em together, then secure 'em to the cyl head. Don't fail to support the carbs... hanging by the intake boots won't work for long. Ask me how I know......
I'm going full racer as I have two frames, I can cut in one of them. Also I have an ignitionsystem, which eliminates the battery.

I have the CV carbs, but do they need support as well? I'd like to go with other foam filters instead of these pods.
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Old 04-06-2014, 08:35 PM   #18
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You'll need to support the carbs. Without the airbox on the other end, they'll pull away from the intake boots. And iff'n yer gonna go 'full racer', ditch the CV carbs for flatslides, or even roundslide Mikuni's. It'll tune much easier, and have more power.

GS series wheels can be used at both ends, as the axles and rim sizes match-up. That'll getcha triple discs, and you can 'float' the rear caliper to eliminate chatter.... tie the stay to the frame instead of the swingarm, with heim-joints on each end.

You could wind-up with a very FUN bike. Just remember that she's still gonna be heavy and WIDE by today's standards. But you won't care at all when you hit the pipe...... that siren-song is addictive, and you'll never forget it. Trust me.
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Old 07-19-2014, 04:29 PM   #19
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Originally Posted by Mobiker View Post
Exhaust looks homemade to me too. The water buffaloes had a flat torque curve from the factory. Not peaky at all, like say an H2.
The early ones did. My 72 would run happily at city speeds at 2500 rpm in forth. My 75 was a totally different animal, taller gearing and peaky. Where the 72 came on the pipe from idle ( like my 76 GT550 ) the 75 ran more like the 500 twin. It came on the pipe at 3500 rpm.

The tank shape and rad look like they are from a later model. The early 750's tested out at 48 HP on the dyno but in a high gear roll on could leave more modern 750's for dead. The updated model with larger CV carbs had 57 hp. When I bought my 75 with the 57 HP I found it was gutless at normal speeds compared to the first Gen 72.

When I got my 'high performance' 57 HP GT 750 I sold my good running GT550 to my employee. The new 750 felt fast when cranked because it was peaky. Imagine my surprise when in a drag, my 'fast' 750 was left for dead by my EX- GT550.

Of the three GT triples I owned the GT550 was by far the best handling and performing bike.

Phipsd screwed with this post 07-19-2014 at 04:49 PM
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Old 07-20-2014, 02:43 AM   #20
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A 2-smoke needs seperate pipes - 3:1 is a No-No

I had a GT750A back in the early 80's - superb machine, great noises from the AllSpeed pipes I fitted

Keep the photo's coming
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Old 07-20-2014, 02:50 PM   #21
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Old 07-29-2014, 01:34 PM   #22
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Are you going to sit that far forwards on the seat?
I think so :)
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Old 08-01-2014, 09:29 PM   #23
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My first time in the 2 smoke thread...

I worked at a Suzuki shop when these were new. Fantastic motor, Suzuki was way ahead of the others. The frame, not so much. Minimum, replace the steering head bearings with tapered. Replace the plastic swingarm bushings with alloy, bronze, steel and grease them. Brace up the steering head and swingarm, run a brace from steering to swingarm.

The early models were hotter, they had higher compression and slide carbs. The CV carbs and the lower compression models, esp. the 75-76, were a compromise to make them run cleaner and not backfire through the airfilter. If you run the CV's, keep the air box, or as much of it as possible. The airbox had plenty of flow. But, ditch the CV's and get three slide carbs, about 34mm.

We did a big job for a customer where we raised the ports 5 mm on his 73 buffalo. You can't just carve this out or you'll get into the water jacket. So, we machined 4mm from the top of the cylinder and then made a 3 to 4 mm spacer for the cylinder base. It raised all the ports and raised the compression a lot. Carved the ports higher and lower, cleaned up the transfers. No electronic ignition back then, so the hot set-up was K-Mart auto coils hose clamped to the front down tube and points. 36 mm Mikuni's with pods, three expansion chambers (Jardine I think). Ran great, pulled from 3000 on up. The sound was very addictive. Maybe 25 mpg.

Would be great to stuff this motor into a modern sportbike chassis, if you could get the crank high enough to not drag.
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Old 08-02-2014, 02:01 AM   #24
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I'm running tapered bearings in the head stock and the swingarm. Also got the airfilterbox as suggested. Other carburettors is too much hassle I think.

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Old 08-10-2014, 05:24 PM   #25
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Lookin' good! I've been gunning for a sweet two smoke project - this makes me pretty jealous!

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Old 08-11-2014, 07:44 PM   #26
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Lookin' good! I've been gunning for a sweet two smoke project - this makes me pretty jealous!
A co-worker of mine has one - mostly complete - that he'll sell cheap. Most likely a '73 or '74 by the OEM equipment. It was slated for 'resto-mod' by the past owner, and there's some good GS-750 parts there to use. If you PM me your contact info, I'll forward it for you.
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Old 08-11-2014, 08:22 PM   #27
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PM sent.

:)


Quote:
Originally Posted by Duck_Pilot View Post
A co-worker of mine has one - mostly complete - that he'll sell cheap. Most likely a '73 or '74 by the OEM equipment. It was slated for 'resto-mod' by the past owner, and there's some good GS-750 parts there to use. If you PM me your contact info, I'll forward it for you.
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Old 08-11-2014, 08:55 PM   #28
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I am picking up the little brother tomorrow. 1972 GT 380 J. Very excited about it!!!!
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Old 08-12-2014, 08:14 PM   #29
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Great smoker for touring. Get rid of that 3-1 shit, all that is doing is decimating your performance. Two stroke exhaust need expansions for sound reverb/back pressure to push unburned fuel mixture back into the cylinder for the next combustion.

I like to think I'm a multi cylinder 2 stroke guru :P I've been playing with them since I was old enough to watch my dad do it. I have a formula if you want it or a program that you just plug in current specs and desired power output and power band range and it gives you the precise measurements for every cone to produce the desired results.

I tried watching cafe racer tv a few times. Every time they did 2 strokes they put pods and cut off straight pipes, then cried when they couldn't get it to run right(or at all)... If I drank I'd have thrown a beer at the TV but I don't and I'd never throw Mary lol.

Good luck with the Buffalo.

P.S. Pods look cool but the 3-1 K&N boot filter are hands down the best performers for any application (I'm more familiar with twins but the principles are the same)
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Old 08-13-2014, 05:41 PM   #30
Duck_Pilot
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P.S. Pods look cool but the 3-1 K&N boot filter are hands down the best performers for any application (I'm more familiar with twins but the principles are the same)
If he's keeping the CV carbs, I most certainly agree. If he's switching to a set of slide-throttle units, individual filters are fine.
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