An overwhelming sense of volume… meaty.
A real man’s bike, the GS1200SS—strange how prices have climbed.
This muffler was rolling around too, wasn’t it?
Already a 20-year-old bike… there’s a generation gap, you know.
DID finally released black (a while back).
Gold or black? It’s a tough choice.
Front Sunstar, rear RK steel.
RK sprockets come in three lineup options.
Oil-cooled owners, please select RKM03PS 42–45T.
Front is Sunstar 333-15T.
520 size while maintaining overall thickness. It’s really easy.
Back in the day we used to flow OEM parts…
We removed the rear aluminum nuts.
Go with reliable steel.
Lock nuts and lock washers replaced together. If you lock two or more, it’s quite secure.
When replacing brake discs, replace the bolts too. A lighter thread lock or liquid type is gentler on the wheel.
The inside of a customer’s fender gets looked at more than you’d think.
When you remove it, give it a quick spray and wipe it down.
We cleaned up the caliper support too.
The look is sleeker now.
Converting to 520 improves rolling resistance significantly, but the chain stretches a bit more easily.
As long as you can handle gentle operation and proper maintenance like oiling, there’s no problem.
If you don’t oil it, ride hard, or race, stick with 530.
We chamfered the pad backing plate slightly. The return motion should be smoother… just a bit.
We cleaned the caliper and also cleaned up the pad springs.
The piston action is a bit stiff… dust seems to be causing trouble.
You might want to consider an OH or replacement of the brake master soon.
We replaced the fluid in all three locations.
We keep diaphragms in stock. We replaced it.
That’s quite an expansion, though.
We adjusted CO/HC for the inspection.
That said, just moving the PS changes the numbers significantly.
It’s not a big deal—the manual values aren’t always perfect either, so keep that in mind.
Everything comes down to how you present it. Off to the inspection tomorrow!
