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Since the 2 remaining tasks that keep me from riding my GS are both at my co-worker house… I have been a little free to work on something else with the bike. I could do some more cleaning, the bike could use that. But what sounded more fun would be to customize my front fender! I have always disliked the front fender because it just has too much coverage of the front tire… this doesn’t seem very sporty to me… and I’m all about the sporty side of things when it comes to motorcycles… so… why not try to trim the fender up some?

Well I’ve never really done body work before or very much metal work, plus if I wreck the fender, well it is my original fender… so I would then have to buy a different one… but how hard can it be?

Here is the original fender… and yes the chrome is rusted through the chrome as it sits now.

I suspected that the metal fender would be a real bitch to cut, but it ended up not being too bad. I estimated where I would like it to be in length, drew 2 lines with my marker, then just used my Dremel & cut the 2 ends off, it wasn’t that hard to cut.

Next, I debated on what kind of an arc each end should have. should it be real blunt, pointy, or what? I would like the bike to look like a Superbike from the late 70’s era… but in the end, I just used the 2 cut-off ends as templates, this wold give me the correct, as in original, curves… so I figured that the customized fender will look OEM, just shorter. I’m sure that there are some “purist’s” out there that think I should have left the fender stock, but I want to make the bike more appealing to me.

After drawing the lines from my templates, I then used my Dremel again to cut closer to the drawn lines. After that, then I used my new bench grinder & ground down the edges up to the lines.

After getting the new edges pretty much up to my drawn lines, then I just took some sand paper & smoothed the edges, trying to round them just a little. I know that it is not up to a professionals level, but I really think that my customized fender suits my interests better. In the future, I think that I’ll have the front fender painted, instead of keeping the chrome, the chrome is rusted through anyways. Actually, I’m slowly removing the chrome on the bike…

So he is my finished results, it was easier then I expected… what do you think?

For the first time since buying the bike last May of 2007 (the bike has only been ridden one day since then), I finally have a working rear brake on the GS. The brake fluid was mostly dried up when I bought the bike, so it didn’t work then. Last week I tried to install the eBay caliper that I rebuilt (partially), but felt dumb when the caliper leaked upon bleeding.

I’m going with the analogy that the eBay caliper did not have the little o-ring in-between the two caliper halves… that is why I missed installing that o-ring when reassembling the caliper

Fortunately I was able to steal the o-ring out of my original bad caliper, & just install that in my new eBay caliper. After that, I re-installed the caliper on the bike, hooked up my new braided stainless-steel brake line again, re-bled the brake line & bam, the caliper didn’t leak anymore… and I now have a working rear brake!!

The remaining tasks to get done before I can take the bike out for it’s test ride are;
1. Fix my electrical problem
2. Get my carbs back & installed

My ‘77 GS750 is finally coming back together. I tore it down to address a number of safety concerns after riding it one day last fall.
Tires front & rear were weather cracked, steering-stem bearings shot, chain rusted, no rear brake installed, front brake barely worked, plus plenty of rust throughout & the fact that the bike wouldn’t idle.

These are my 3 final steps before I can take a test ride on the GS, to see how my improvements perform; as well as reveal what other surprises are still hidden preventing the GS from getting back on the road finally.

1. Install Rear Brake… well technically I could ride it before this is done, but not as safe of course.
2. Resolve new Electrical problem that has arisen.
3. Get Carbs back & installed.

1. Rear caliper frustrations. I had boughten this caliper off of eBay because one of the bleeders from my original caliper was stripped out. While I was rebuilding the eBay caliper, I managed to drop the caliper off of my work bench, onto my concrete floor. Afterwords, my banjo bolt wouldn’t thread back into the caliper because the caliper landed on the part where the banjo bolt threads in. So once again, my co-worker friend helped me out, he tapped the threads to make them round again. His advice was to always leave the banjo-bolt threaded in when the caliper is off the bike, to prevent something like this from happening again.

So last night after getting my caliper back from my co-worker friend, I was excited to install the caliper, braided-steel brake line & then bleed the rear brake. This would get me down to approximately 2 tasks before I can take the bike out for it’s first test ride this year.

After I got the brake & brake-line all installed, I went to bleed the rear brake. I ended up having a leak in my rear caliper while bleeding the inside bleeder! It was dripping onto the ground. This is getting frustrating… I’m anxious to take the bike out for a ride this year. But I know, piece by piece, I’ll get it there, plus it is rewarding working on the bike.

Off hand I’m not sure if when I separated the two halves of the rear caliper, upon reassembly, is there supposed to be some kind of a sealer or o-ring, I do not recall either of them when I dissembled the caliper. I just looked at the fiche on-line… it looks like there is likely an o-ring or something where the bolt threads into the caliper, to attache the 2 sides of the caliper together. Makes me feel a little dumb to not have noticed either way up assembly of the caliper. Well I’ll just separate the two sides of the caliper once again & check it out… hopefully I can get this resolved easily & then get it mounted back onto the bike w/o any leakage of brake fluid.

I will also need to come up with a way to mount the rear master cylinder reservoir… since the stock ‘77 750 reservoir is all one piece with the master cylinder. The master cylinder that I’m using now is from a GS1000 and these have a separate mounted reservoir. The original 750 master cylinder on this bike was junk from sitting so long that the brake fluid dried up inside of it. For now, I can at least bleed the brakes with the reservoir leaning up against the frame, and I can put the side panel back on the bike to pretty much hold the reservoir in place when I take it out for its test ride. In the end though, I should attach the reservoir somehow so it stays sitting flat, instead of leaning like it is now.

2. To install my new steering-stem bearings, I needed to completely pull the front-end of the bike off of it. So this meant that I needed to disconnect a number of the wires from the wiring harness, these wires all connecting inside the headlight bucket. Upon reassembly, the Ignition Switch Connector within the headlight bucket is messed up, when it wasn’t before I took it apart. Now, when I turn the ignition key, there isn’t any power to the bike at all. Electrical work is one of my strongest weaknesses, so this kind of sucks. By feeling around & moving/squeezing wires, I was able to track down where I needed to move/squeeze to get the power to come on, but it would cut out once I let go of the wire. It is the Ignition Switch Connector that seems to be causing my lack of power to the bike. Upon further inspection of this connector, I found that 1 of the 4 wires going into the connector was loose, and that I could actually just pull the wire out of the connector w/o any effort.

So off to my co-worker friend for advice, he told me how I can remove the little metal pin inside of the connector & then just solder the wire back onto that metal pin, and finally just re-install the metal pin & wire back into the connector. Well I haven’t soldered since I was a little kid, so I figured this is a good opportunity to relearn how to do that. I went & bought a basic soldering kit, & hopefully this resolves my electrical issue. One thing that makes me question if there is more then one wiring issue going on… when I squeezed the wires & there was power to the bike, when I turned my ignition key from the first position, to the 2nd (where I can actually start the bike), the power then cuts out again. I wonder if it’s possible that I might need to improve a couple other wires in the headlight bucket, but we’ll see as I progress along.

3. The last issue is still that I don’t have my carbs back from my co-worker friend. He has them because my Idle-Adjuster is broke from corrosion & me reefing on it to try & get it to turn. He says that he has been bidding on some racks of carbs, that he’ll snag me the idle-adjuster from one of them that he wins, plus he wants some additional carbs for his own needs. Once I get my carbs back, I can install them, & fire the bike up, presuming that I have my Electrical problem resolved. I am guessing that my jetting is fat (rich), based off of my plug readings last fall… but I never really did get to ride the bike much last fall, so we’ll see. The big test though is that when I’m able to turn up my idle speed, that I’m hoping the bike will actually idle on its own… it wouldn’t do that last year.

Oh, another form of frustration that I’ve been having when working on the bike is that all of a sudden this last week now, my radio station that I listen to in my garage doesn’t come in, it cuts in & out with mostly static… that has gotten real old.
But on the bright side, I did receive a bench grinder for my birthday from my wife, so that is cool. I’ve casually wanted a bench grinder for a few years now.

Since I bought the GS from my old co-worker, the steering stem bearings have needed some work… there was a “dead” or a sticky spot, right in the middle of the the turning radius… well pretty much when going straight ahead. So I could have just repacked the old ball bearings & hope that does the trick, but I wanted a more permanent fix, so I bought some new roller bearings to replace the old ball bearings. They are just a kit, a direct replacement for the make, model, year. But after reading the instructions, I did find out that there is some minor machining that is needed on the steering stem… something about milling down the diameter for the top bearing to sit correctly.

Lucky for me, one of my neighbors works in a machine shop. I had him do the machining of the stem in the lathe, plus had him press off the old bottom bearing & press on the new bottom bearing. Now with this completed & with much appreciation, I have been able to put the front-end of the bike back on, and the triple-clamps turn smoothly now… another step closer to getting my bike on the road.

Here you can see before & after the machining was done to the steering stem, for the new top bearing to sit…

…and here you can see the old ball bearing & then the new roller bearing on the bottom.

Well I was finally able to get those old crappy weather-cracked OEM tires off of my bike. Originally I was going to try & remove the original tires & mount the new ones myself. But I quickly gave up that thought when I wasn’t able to break the bead on the rear tire. So I brought them to my local shop to have them mount & balance them… let them struggle getting those old tires off.

I ended up going with the Avon AM26 RoadRider’s because they had favorable reviews & weren’t all that expensive. For the sizes, I tried to pretty much keep them the original size, I was afraid that if I went too big with the new tires, that the handling might suffer. I figured one size larger would be good though. In the end, I’m afraid that my rear tire is a little smaller in width then I wanted… but I’ll run it for now, maybe at a later date I’ll replace it with something else.

Here are my old/new tire widths, you can see I gained a little width in the front, but the rear is unfortunately narrower, I had hoped for a touch wider.

Old Front Width: 80mm - 3.25×19
New Front Width: 88mm - 100/90-19

Old Rear Width: 113mm - 4.00×18
New Rear Width: 99mm - 120/80-18

Brandy & I went to the AMA Superbike races at Road America yesterday… Road America is in Elkhart Lake, WI. There were storms, rain & more rain from the morning until just before the races actually began. So we saw practice in the rain, but the races were relatively dry.

Even with the terrible weather, we had a great time stomping around in all the puddles, watching the show & roaming the pits, hoping to spot the pro racers & admiring the machinery.

One of the young-guns, up-&-comers or whatever you want to call him… Blake Young seems to be a rising star in American Road Racing, well he’s from a nearby town of mine… so I’m rooting for him since we are from the same state of WI. Well it was very cool to watch him race & win in SuperStock & possibly cooler to be right next to him in the pits, listening to him talk with his team about his bike, the track conditions & lack of grip in the rain.

But anyways, here are pretty much the best pictures that we took from the rainy day at the races.

In my previous post, I was talking about how I was kind of bummer out by how rusty my GS is. So since my carbs are away & I’m a little low on cash to get my tires mounted & balanced… I decided this weekend to make myself feel a little better & start cleaning up some of the rust on the bike. Plus, since the pieces are already off of the bike, it only makes sense to do it now, instead of tearing the parts off again later to do it then.

Well for starters, the swingarm looked pretty ugly as I took it off the bike. I know that the ‘81-’83 GS1100 swingarm is almost a direct bolt-on, that it is box-section aluminum & that I do want to put one on my bike. But that is not top priority right now, so for now, I’ll just clean up my original swingarm. Oh, & from my research, the aluminum 1100 swingarm has a larger pivot axle, so the frame either needs to be bored out, or a space made to use the smaller 750 axle in the larger 1100 swingarm. Plus the 1100 swingarm is 2 inches longer, so that means if I use my stock shocks, then my ride-height will be reduced, which I wouldn’t want… so that means I should use longer shocks with the 1100 swingarm. This is all cool & everything, but it’ll have to wait until the time is right financially.

So here is my After picture… I did some sanding, then primed it & finally painted it. I am only using spray paint… so it’s nothing like a professional paint job. But again, I am looking at this swingarm maybe only being used for about 1 year… so as you can see, this should look so much better on the bike then before. I do wonder how the color is going to look… I chose a “semi-gloss” black. I knew that I didn’t want a “full-gloss”… but I did consider a “flat” black, a lot of the current sport bikes use some kind of a flat black on their frames & I think it looks great.

The little cover over the starter-motor was heavily rusted as well. This piece is easily seen when looking at the bike, so that bummed me out as well. Here is the Before pic

And here is the After pic. I know that it is not an exact match in color, but it is close enough for me at this point. At a later date, I’ll be fully cleaning up the motor & can resolve the color then. For this color, I just went to the hardware store & guessed… it’s pretty close. This should be much better when looking at the bike.

The last few pieces that I cleaned up this weekend were my headlight mounting brackets & my top triple-clamp. From day one, my headlight mounting brackets have been bent, so I first put those in the vice & tried to straighten them as best that I could, they seemed to of come out pretty well, they should be basically straight now.

After that, then I sanded, primed & painted these pieces. Here you can see them with a fresh coat of primer. My lower triple-clamp is off at the machine shop being machined as- needed for the new tapered-bearings it will be receiving, to replace the old ball-bearings. So once that’s back, I’ll paint that piece as well.