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Suzuki katana 19801/1/2024 The carbs always stay within reasonable balance - which is just as well as removing the screws to fit the air hoses for vacuum gauges will result in burnt fingers (we all do our carb balancing with the engine hot, don't we?) and the air cleaner is the 'wash, oil and go' type. The bolts, etc, on the tensioner are to hold the tensioner back on stripping the engine down but can just as easily be used to clamp the tensioner out if the spring is old and slack. The camchain tensioner is fully automatic and mostly works well. The valve clearances are bucket and shim and seem never to want doing, but if they do then the shim is located above the bucket and it is a simple job to ease the bucket down and remove the shim using the wife's eyebrow tweezers. The ignition is electronic just leave it alone. Britbike riders might be alarmed by the idea of a 'complicated' four-cylinder bike. The downside out of the way, with a 650 Kat you end up with a Jap classic that will be relatively maintenance free. The even easier option is to remove the filter from the breather on the cylinder head and ride a bit slower! Use after-market gaskets for complete economy. This is usually down to gummed-up piston rings and - given that the across-the-frame four cylinder engine is a doddle to work on - is easy to fix. You may also find that bikes with over 50,000 miles on the clock tend to use a bit of oil. The expensive one-piece regulator and rectifier can be replaced from the breakers with items from other bikes or new items from car accessory dealers, and the generator can be rewound for less than £50. But this is more rare than some would have us believe and is easy and cheap to fix. This particular problem stems from the generator or voltage control boxes. The most common of these is well known: trouble with the charging system. The GS range of Suzukis, including the Katana, is not without its faults. And it'll do all that with easy and cheap maintenance. Yet here is a classic Japanese bike that will do high mileage and offer ready to use, fast, efficient transport. Even so, good examples can be picked up for £1500 high mileage or examples in poor cosmetic state come for loads less. The Suzuki GS650 Katana has been in the 'cheap transport' league for a while, but now - following the fashion of the higher-capacity Katanas - these bikes are starting to become collectible. Steve Bergman has clocked up over 120,000 miles on the cut-rate Katana and reckons it has real classic cred. I have the bike advertised elsewhere so I reserve the right to remove this listing early.Four-pot Japanese classics are over-complicated, tricky to maintain and expensive to run, right? Not quite. The bike had covered around 23k prior to being stripped and rebuilt by Thirteen moto's this is confirmed by the previous mot's and all the paper work ties up with this machine only ever destined for the uk market so I believe it to be a true uk 1000cc Katana. the bike runs perfectly fine on these carbs but they are historically inaccurate. Also the carbs that are on this bike are off the 1100 and are the cv type. I have uploaded more photos so its made a little clearer the two defects of the clocks and the small slit in the seat. I have quite a lot of history with the bike including all bills from the rebuild 12 previous mot's and the featured article about the rebuild. the rebuild was featured in Classic Bike Guide in July 201ueue3. The machine has covered only 153 miles since it was completely overhauled by Thirteen Moto's. it looks like its just pulled out of the showroom. Everything on this bike is standard even the exhausts are standard cans. This bike is in immaculate museum condition apart from the two minor defects listed. A true Suzuki Katana 1000cc in standard trim and a UK bike not an import. Here is your chance to own an iconic piece of motorcycling History.
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