1982 Suzuki GS

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Note to bidders: If you have feedback lower than 10 you must email me prior to bidding to review my terms and conditions.(Note on pricing. We don't compete on prices with private-sellers of GS bikes. Fortunately for us (and you) private sellers don't compete with us on GS knowledge and end product quality. If you can do the work it takes to put a 30-yr bike into reliable riding condition stop by here for a beer and we can swap secrets. We will rip the front end off a GS and swap out steering head bearings and races if we find even the hint of a notch in the steering. We replace most gaskets, rubber parts, charging system connectors, sticky switches, o-rings; we rebuild petcocks, brake cylinders and calipers, we replace tubes or tire valves if there is a hint of corrosion. We do anything that we think might interrupt your trip to California or South Dakota or where ever you'd like to ride. We've done over 85 GS builds in the past 6 years and don't know of any bike that is not still in use--except for a couple of crashes (buyers came back for replacement bikes!) and 2 bikes that are on display). Hello from Akron Suzuki Works. If you are new to our auctions I’ll just say we are a 2-bay GS-fanatic shop. Our technical crew includes a mechanical engineer and a dealership-trained Suzuki mechanic who has built and tuned just about every GS model over the past 30 years. We have particular expertise in carb jetting, tuning and modification, suspension repair or upgrade, vehicle charging and electrical systems. We do performance upgrades mostly at client requests including cam degreeing, big bore kits, carb swaps. We will provide before/after dyno sheets at client request. I believe that we are the only independent (non-dealer) shop around with an exclusive focus on GS bikes from ’80-’83. We do concourse Suzuki restorations for clients (see GS Resources website Aug 2010 Bike of the month) as well as repairs and upgrades and we often wind up taking bikes back in from clients as trades which we offer at auctions--which is the case with this bike. I’m particularly careful to provide an accurate description as we have sent bikes and parts to Europe, Japan, Canada, South America and all over the US--I know buyers don’t like surprises. We offer 10 yrs of feedback as our best reference. We incorporate Suzuki factory service bulletins that have been issued over the years and keep an eye out on the GSResources site and web forums for good ideas. We prefer genuine Suzuki OE parts where available including filters and gaskets because they tend to fit better and last longer. We select after-market parts based on experience with what works best. We also take pride in making these bikes easy on the eyes. Whenever possible we leave the excellent quality factory paint alone. The alloy case covers, peg mounts and trim usually get stripped and polished just to dress things up. 1982 GS1100G Auction Bike Suzuki arguably initiated the ‘superbike’ era with it’s gs1000 in the late seventies. They were generally accepted as the best all around bikes ever produced to that time, and as many of you know, they still present themselves well if they’ve been kept (or put back) into proper nick. Which is what we do around here. This G has obviously been well stored and respected by adult riders. It starts up instantly (even in cooler weather thanks the carb tweaking we do), she pulls strong to the redline, shifts smooth and solid, holds her line at highway speeds and does a very respectable job in the twisties thanks to the new tires and sharper G front end geometry (less rake than the L model). This is a nice, clean example but I don’t call bikes ‘showroom’ or ‘mint’ because these words have lost their meaning on today’s internet. The last ‘mint, runs great’ bike I went out to look at had a rusting exhaust system and the carbs were on the floor. The guy explained that he meant ‘it COULD be mint if it were fixed up and it ran great until it sat for a couple years’. Here’s the sort-out summary for this bike: --complete strip and refinish of tank, fender and all body plastic; chrome edge molding installed --rebuild of the stock seat to lower the front by about an inch--it is very comfortable for me at 6-1 but would work for shorter riders as well --carbs were cleaned and choke pick-ups drilled to improve cold starting --charging system got a new stator and all connectors were replaced--its spot on (for both amperage and voltage) --new tires fitted --new battery installed --mini signals replaced the stock oversize rear blinkers --full fluid service including middle and final drive cases, oil/filter.--forks dismantled sliders cleaned and checked, new seals, tuned for static sag with 20 wt fork oil --brakes flushed front and back, calipers repaired and pads replaced as required --all electrical and mechanical functions verified to be working correctly--brake lamp switches, horn, signals, dash display. --cases stripped of clear coat, polished to chrome-like appearance. Nit-pics --right muffler has a baffle rattle which can be heard at certain resonance points. otherwise the exhaust system shows rather well--some discoloring on the header pipes. --a few blems here and there in the weld gussets and usual places but frame paint overall is very nice. Regarding GS bikes: If you are new to the GS bikes they are quite durable and reliable and better after a few tweaks to the carbureation and electrical systems that we do here. Suzuki used a roller bearing crank assembly with a low pressure/high volume oil pump making bottom end failures almost impossible (yeah, I know, anything can be over-revved). The CDI ignitions were maintenance free, shaft drives were quiet and durable, the handling and braking was above average then and up to todays requirements if the bike is set up and serviced correctly. Regarding Fuel and Additives: Regular unleaded gas is fine as these remarkable engines had compression ratios below 10:1 yet still could deliver 50 mpg. I do recommend use of Red Line SI-1 Complete Fuel system cleaner (on the web at redlineoil.com) which helps keep the small diameter pilot jets and carb passages varnish free. I use a couple oz. each gas fill up. I tore down my own 50-k mile 1100G and the intake manifold and valves were spotless! Oil additives are un-necessary and some can damage the clutch fiber plates. Good quality motorcycle-specific 10-40 non-synthetic oil works fine. Regarding GS Electric Systems: Its my contention that the OE stators and rectifier/regulators were adequate--many of the bikes we work on still have their original stators and rectifier/regulators. The problems are often the result of the connections between components and deteriorating grounds. We replace the bayonette connectors with long-shank, double-crimped connectors which we then shrink wrap to prevent further problems. This being said, we still pull the cases, replace gaskets and have a look at the stator for any signs of over heating and typically replace it as we did with this auction bike. Please Note: We base prices largely on the amount of time and materials we have into the bikes. We do contract restorations or repairs for fussy clients and we’re frequently retained to inspect bikes for collectors. Contact me for particulars. Besides the current auction bike I have a pristine 1983 GS1100E (9k original miles) a GS1100 GK and a 1980 GS1100E in process in the shop. More pics in higher resolution on our photo server http://suzuki-gs-bikes.smugmug.com/So we don't have much leeway on price. If we're close to your budget and you'd like to discuss that I can be reached on 330 958-1825, John. We try hard to make these old bikes as reliable as possible by incorporating Suzuki service bulletins and addressing the weak points with logical upgrades. However, a vintage bike is typically not going to be as reliable as a newer bike and if you are a stickler for cosmetic details you may not be happy with a bike that has some blems. Of course you know by now that any used vehicle is sold as-is/where-is without warrantee expressed or implied.