Scraping, Welding, and swearing 

Once we went to change the oil on Katie’s GS650, we realized someone had stripped the drain plug pretty good, and attempted to cure this issue by covering the drain plug with RTV and Teflon tape!

Rather than trying to just bandaid a bandaid, we opted to install a new Oil Pan and OEM gasket. 

In order to get to the oil pan on this bike, the exhaust must be removed in order to gain access. 

As Katie and I were removing the bolts from the manifold to cylinder head, one of the bolt heads snapped clean off 😥, a new experience for Katie.

With the exhaust out of the way, we removed all of the bolts for the oil pan. We tried to remove the pan, but the 30+ year old gasket said no! After some tapping with a rubber mallet the thing popped off. Leaving behind a very stuck gasket. 

Katie was a trooper, and spent few days slowly chipping off the old gasket. But while she was out of town I decided to surprise her to a reassembled motorbike. 

After using a nifty precision scrapper, some oil soaked​ sandpaper, a microfiber with some brake clean, I got the block looking like new! So then I threw the oil pan back on!

That damn broken bolt, turned out to be not too bad. Rather than using channellocks and vice grips, I found a little bolt that threaded over the stuck portion. Originally I tried using two nuts to try and back the stud out, but with no success. 

So I sanded down the nut and the top of the broken bolt and thread a weld on it. Threw a socket and long ratchet on it. Then smacked it with my trusty rubber mallet. Success!

Now the GS is back together again! 

1320 Performance S2k Test Pipe Review

I feel confident is saying that many S2000 owners who have “louder” exhaust systems can agree that these cars love to drone. Cruising on the highway at 60mph, can just about make your ears ring.

About a year ago I installed a V-Band clamp near the rear section of my AP1’s exhaust, that way I could easily swap out different exhaust setups for what I was doing. Single exit straight pipe for the track, a muffled single exit for cruising around, and the stock mufflers for stealth!

As time has gone on, I’ve just been leaving straight pipe in, and enjoying the sound of the F20C. But dear lord, that highway drone is terrible. One common solutions to this is to replace the factory catalytic converter with a catless “test pipe”, removing the catalytic converter altogether. This can also lead to a more refined note and better flow (maybe a few extra HP too).

After looking at the options, I considered the Invdia, the Berks, and the Skunk2. But decided to save a few bucks and try out the 1320 Performance 60mm Test Pipe for the S2000. Which came with new hardware, gaskets, and a built in “CEL-Fix”. The CEL-Fix is essentially a little restrictor for the secondary oxygen sensor, which tricks the ECU into thinking the catalytic converter is still present.

Now to the test pipe itself!

Continue reading 1320 Performance S2k Test Pipe Review

1982 Suzuki GS650

The latest addition to the family! This gem of an 80’s Japanese bike. A 1982 Suzuki GS650-G. Cool like 4-Cylinder SOHC 650cc shaft driven motorcycle, putting out around 70hp (back in the 80’s at least!)

Bone stock, black paint with gold pin stripping, and 48,000 miles on the odometer. The bike runs really well for having a few miles on it. I’d much rather see an older bike like this with relatively higher miles, than too little. Bikes tend to deteriorate if you let them sit for too long.

My girlfriend picked this thing up for a pretty good deal. The previous owner loved the bike, but you could tell he was one of those guys who was a little afraid of working on it, and goofed up a couple of small things.

Some of the initial things that needed to be fixed:

  • Old Battery
  • Idle speed needs to be dialed in, maybe some pilot jetting too.
  • Oil Drain Plug is being held in with thread tape and RTV
  • Clutch Cable is shot, half the cable’s lining is pulled out.
  • Clutch Lever Pivot Bolt is rounded out.

Overall, I love the bike, and can’t wait to dig into it!

S2000 Introduction

Before this S2k I had a 2001 Audi S4. Which was a great car, but I was starting to go to the track more, and I felt like I was having to fix something every time I went out there. I’ve always wanted an S2000, specifically the AP1. 

Lightweight, rev-happy, driver oriented, and reliable. 

I eventually found this car, a 2003 Spa Yellow Pearl S2000. Which at the time was bone stock (well, with some hideous wheels). It originally belonged to a fellow who also owned an NSX, a RSX Type-S, and this S2000(which was actually his wife’s car)

I bought her back in 2015, with less than 100,000mi on the ODO, from a Nissan dealership (pervious owner used it for trade in on a new 370Z). I ended up having them, and getting them to drop the price down to $7,500. Which I believe to be a pretty good deal for a <100k mile car, with a clean title. 

Later on down the road, the car would reveal some bad body work. And some normal wear components needing to be replaced!