Was that brace doing anything else on the original application (i.e. on a GSXR)? If not, I don't see any real problem with running it upside down, unless you end up with ground clearance issues. Generally speaking, most metals have compressive and tensile strengths that aren't too far off of each other (flipping it will end up swapping around tension and compression in parts), so I wouldn't anticipate any structural issues.

dont see why you couldnt it just wont work if you put it sideways :laugh:

HDDAN wrote: The "silly 6 volt battery" was replaced with 12 volts in 1966. That asside, I am so happy that every Brit owner here had such a great expirience with their Brit bikes. It must be the years in between that made them reliable becauuse my two BSA's were JUNQUE! I had a three year old 1962 Big Valve Super Rocket in 1965 and in 1966 I bought my first brand new anything, a 1966 BSA Lightning engine number A65L13346 and it was a piece of crap. It looked beautiful with it's chrome tank and fenders and candy apple red paint. Problem 1 with 2000 miles on it, head gasket. Then the clutch basket fell apart on the Canadian border. It used a rubber biscuit to dampen the shock. It was held together by three tiny flat head screws. Oil started leaking from the base gaskets after about 1000 miles. We only got a 3000 mile or 3 month warranty and the base gaskets were not covered. There is a reason why the Japanese were successful in knocking off the Brits and that reason was RELIABILITY. Look at an assembly drawing of a Brit twin. Two main bearings with both connecting rods and flywheels swinging in space.It was not Lucas that made the electronics so bad, it was the bike makers. They ordered the cheapest crap that Lucas would sell them. Keep your Kawi, you will be happier in the end.

Amen. On my 1963 BSA B40 the first engine fried when the return oil line vibrated off the external oil tank at night at about 70 mph and seized the piston. This happened because BSA was too cheap or dumb to use a decent nipple on the oil tank. Theirs was just a straight tube with no bulge near the end, so there was nothing to keep the hose and hose clamp from slipping off the tube from vibration and oil pressure. I replaced that with a 1965 A50 engine. The crankcase on that engine cracked in half one night when I clunked it into 1st gear. I had it welded back together and was able to use it for a couple years before I bought my KZ650. Both of mine had the 6v system which was total crap. Even when the system occasionally worked the headlight was no brighter than 2 squashed lighting bugs. The bike vibrated so bad that the left side bolt that holds the swingarm on fell out one day and left me with a swingarm held on by one bolt. The B40 didn’t use a pivot bolt that runs all the way through the swingarm, just a short hollow bolt on each side. And then there are the Whitworth threads, bunches of left handed bolts, the rear sprocket that was actually cast as part of the rear brake drum, etc. Granted, the B40 was not their top of the line, but it should have been better than it was. But it did look nice. Ed

O ya and the bike is an 82 kz750 and I have the swing arm pivot figured out I just don't want monoshock and I need the swingarm upside down to run dualshocks cause the brace is in the way

So I would just like some input on what everybody thinks about this. I acquired a swingarm with extensions from a 04 gsxr 600 and I was wanting to run it upside down so I can use the flat bottom side for dual shock mounts. I plan on running the caliper upside down as well and making an adjustable caliper mount rod. Any input on this??? Here is a pic of it mocked in place.

Id find the suzuki or big kz parts if it were me

Unfortunately I dont have the GS/Kz1000 axle sleaves/collars. Rather than hunting them down could I take my kz650 collars for my 17MM axle and have them machined out to 20mm? Or is this asking for trouble?

sounds like it would work.

let us know what you do.

leon

Thank you both for the responses. It makes sense that it is a B1 - somebody on this forum led me to think it was a B2 some time back, but that's irrelelvant.

I believe the bike in question is a hybrid I've read about somewhere at some point, a mix of B1 and B2. It has the brake caliper behind the leg, but the round master. The fork legs like your C1, Ed, as is the charging system. No hazard switch. Manual petcock. Solid front peg mounts. Plain swing arm bearings. Capital KAWASAKI letters on the cases. But an automatic cam chain adjuster.

So I am attempting to put a 82 GS1100e swing arm on my 78 kz650c2. I am planning on using the factory mag and I have the GS1100e swingarm, 20mm axle, spacers and dust shields. According to my shop manual my 650 bearing were as follows:
Hub side 6205z 25x52x15 bore/od/depth
Caliper side 6205zzc3 same demensions not sure of the differences?

Could I run a 6304? It is factory for a 78 KZ1000ZR1 which had a 20mm axle. Its demensions are:20x52x15

What else am I missing, it seems like the 650 bore is bigger I guess I need a gs11e/Kz1000 axle sleve?