KZ1000 oil cooler photos?
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From: John on 9 Mar 2007 16:48 "Mike W." <outofthe(a)emailbiz.com> wrote in message news:guaju2tbm2pissm4vmvkoi043j0eu09l7k(a)4ax.com... > > <Sorry if this is a repeat post, it does not appear to have posted after a > couple of weeks> > > I'm presently looking for a "practice bike" to use for both drilling and > teaching police motor handling skills. I want to put an oil cooler on > this, > possibly with a thermostatically activated fan. These drills are hard on > the engine/clutch and almost all occur at low speeds. I know KZ/KZPs have > had oil coolers mounted on them over the years by their owners and am > trying to track down some photos to see what the installation details > looked like. My preference is the KZP but any KZ will be welcome. APBM is > always a good place to post these things, so I'll monitor there and here > in > case anyone has one. Thanks. > > Mike > If you havn't bought the bike yet, why not go for a liquid cooled model John
From: James Clark on 9 Mar 2007 15:44 The Older Gentleman wrote: > Potage St. Germaine <flying_booger(a)yahoo.com> wrote: > >> Installing the V&H oil pump gears doubled my GS-1100's oil pressure. > > Low pressure system anyway, of course. Nobody ever said the old Z was a > weak engine, so I really wouldn't bother. > > GS1100s developed a rep for starving the cam bearings at idle after a hard run.
From: The Older Gentleman on 10 Mar 2007 03:14 James Clark <clark35.at.attglobal.net(a)mousepotato.com> wrote: > The Older Gentleman wrote: > > Potage St. Germaine <flying_booger(a)yahoo.com> wrote: > > > >> Installing the V&H oil pump gears doubled my GS-1100's oil pressure. > > > > Low pressure system anyway, of course. Nobody ever said the old Z was a > > weak engine, so I really wouldn't bother. > > > > > > GS1100s developed a rep for starving the cam bearings at idle after a hard run. They did? Oh hang on a minute, are we talking the four-valver engines here? In the UK the old two-volvers (with roller bearing cranks) were all designated GS and the four-valvers (with plain bearing cranks) were named GSX, but I have a feeling that in the US this didn't necessarily apply. The old two-valve engines were absolutely solid. Some of the four-valvers did have the occasional hiccup. -- BMW K1100LT 750SS CB400F CD250 Z650 GAGARPHOF#30 GHPOTHUF#1 BOTAFOT#60 ANORAK#06 YTC#3 BOF#30 WUSS#5 The bells, the bells.....
From: Potage St. Germaine on 10 Mar 2007 16:52 On Mar 10, 12:14?am, chateau.murray.takethis...(a)dsl.pipex.com (The Older Gentleman) wrote: > In the UK the old two-volvers (with roller bearing cranks) were > all designated GS and the four-valvers (with plain bearing cranks) were > named GSX, but I have a feeling that in the US this didn't necessarily > apply. Nope. The "X" had nothing to do with the type of bearings. The engine number of my 1982 GS-1100EZ starts with "GSX". It has 4 valves per cylinder and a roller bearing crankshaft. The 1980 GS-1100 was designated GSX-1100ET, the 1981 was designated GSX-1100EX. But the 1983 came back as a GSX-1100ED OTOH, a Kan O' Tuna also has 4 valves per, and a plain bearing crank. There's probably more about it on thegsresources.com, if anybody really cares about the mystery of the "X"...
From: Potage St. Germaine on 10 Mar 2007 17:18
On Mar 9, 12:44?pm, James Clark <clark35.at.attglobal....(a)mousepotato.com> wrote: > The Older Gentleman wrote: > > Potage St. Germaine <flying_boo...(a)yahoo.com> wrote: > > >> Installing the V&H oil pump gears doubled my GS-1100's oil pressure. > > > Low pressure system anyway, of course. Nobody ever said the old Z was a > > weak engine, so I really wouldn't bother. The Z-1 and KZ-1000 engines were the strongest built I-4's I have ever seen. A cottage industry grew up around Griffith Observatory in the 1980's. Any rider who could afford to open a $mall $peed $hop was starting a business. One rider who was peddling big bore kits for extra money told me that the Kawasaki engine was much more indestructible than the Suzuki engine, but everybody who was messing with Suzukis was doing it because they had 4 valves per cylinder. He told me that he spent a lot of money just making his Suzuki engine survive, and that he could have gotten the same power out of a Kawasaki engine by buying more speed parts. The old KZ1000 engine is still favored by drag racers, even the ones who are buying cast iron cylinder blocks to bolt their billet cylinder block onto. What's left, besides the crankshaft and the cylinder head, filled with titanium valves and aftermarket cams? My remarks about changing the oil pump gears were, of course, directed at the OP who is studying ideas on how to install an oil cooler. An oil cooler must inevitably rob some of the oil flow from the bottom end and the camshafts. So the more flow he can get, the more cooling effect he'll get from the oil cooler (if that's the way he chooses to proceed). Vance and Hines were interested in drag racing before they got into road racing (now they are into Harleys) and drag racers needed lots of oil flow to the top end to meet the lubrication needs of the cam lobes. Racers would install more radical camshafts and run the engines at higher RPM, up to an incredible 15K with fully modified 1425cc drag race Suzukis. Since they ran the quarter mile with *cold* engines to enhance compression and even set up cylinders with *zero* piston clearance for the same reason, and they really never got the engine as hot as road racing endurance engine might get, they would install the high speed oil pump gears and a restrictor which made more oil flow to the cam shafts. The GS-1100 motors came with incredibly weak valve springs that would hardly seat the valves. If you got the engine really hot with petroleum oil, the wax would actually stick to the lobe of the camshaft on the closing side, and the tappet wouldn't even wipe the wax off. Wilder camshafts required stiffer valve springs, and the springs increased rubbing friction on the cams and tappets, so more oil flow was indicated for that reason. > GS1100s developed a rep for starving the cam bearings at idle after a hard run. One guy told me that the speed shop who modified his his engine for him told him to never idle the engine when the bike was on the side stand, not just when it was hot. But, he probably had a mild grind V&H cam in the engine. He bragged to me that the motorcycle came on hard around 9000 RPM in 3rd gear, and he was amazed that I was effortlessly keeping up with him on my stock GS-1100. He concluded that he just might have wasted his money at that speed shop. Other riders actually talked about hurting the speed shop owner because of the poor quality work he did. |