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296km today up in the mountains. IPA time for sure. Cheers Tom. Sent fra min SM-S906B via Tapatalk

No get rid of it all. Phil

Fine to cap the intake taps and see if it changes your issue. I finally sourced silicone caps that hold up much better to the heat cycling and fuel exposure. With the tank off, you can "T" the tank vent and overflow together to route an exit behind the rear of the sump. I loosely zip-tie mine to the fitting for the oil evap return line. At some point, my funky, old tub-of-a-Sport started leaving a puddle on the lift, so I added a spooge catcher. I've never seen anyone devalue a V11 that was without the evap mess. When I pulled mine off the early Sport with dual canisters in the underseat tool tray, I found there was twenty (20!) feet of 1/2" US fuel line and the mess weighed five pounds. Of course, I saved it in the cabinet full of Sport stuff.

I went and rebuilt my throttle bodies they were leaking gas pretty good. Phil mentioned when he rebuilt his one of them was missing the rubber seal altogether. So, I thought I would dig into mine. The leak was just the injector needing some cleaning, but I was in there already, so I replaced the bushings. When ordering the bushings its clear they're made to run at some low rpm they have a running class fit. Don't think that they're going very tight at all. I guess it helps with the throttle return having the throttle impeded might for no more posts.

Eight weeks out. Changed engine and gearbox oil, Decent Tune-up, and addressed some niggles. Pondering matters of tires . . . [edit/46 minutes later: "pondering" turned into a fresh set of Pirelli Angel GT on the way . . . ]

The lead designer of the original Suzuki Katana was Hans Muth of BMW design fame.

The recurring take-away regarding "manufacturers' recommendations" : Due to the increasingly stringent approval regulations . . . This is certainly the case with reduced zinc and phosphorous (ZDDP) considered desirable for our flat tappet engines. The matter of PAO and ester base oils being obscured has much to do with what oil manufacturers can get by with (cheaper, easier to source base oils) while still marketing, and charging for, a "synthetic" product. A couple things I learned from well informed other sources about the desirability of pure (group 4 group 5) is vastly improved shear resistance (stable viscosity over the service life) and near-zero evaporative losses from heat (something to consider with air cooled motors with funky crankcase ventilation systems).

Rotating the steering to get the starter to work is characteristic of faulty bullet connectors for the clutch switch: