Suzuki GS 750E-II
Suzuki GS 750E-II | |
Manufacturer | |
---|---|
Production | 1980 |
Class | Standard |
Engine | Four stroke, transverse four cylinders, DOHC, 2 valve per cylinder. |
Compression ratio | 8.7:1 |
Top Speed | 180 km/h / 112 mph |
Ignition | Battery, coil |
Spark Plug | NGK B8ES |
Battery | 12V 14AH/10 hr. |
Transmission | 5 Speed |
Suspension | Front: 35mm Kayaba with anti dive adjustable air pressure. Rear: Dual shocks adjustable preload and spring rebound damping. |
Brakes | Front: Single 292 mm disc, 1 piston caliper Rear: Single 292 mm disc ,1 piston caliper |
Front Tire | 3.25 H19 |
Rear Tire | 4.00 H18 |
Wheelbase | 1490 mm / 58.7 in |
Weight | 223 kg / 492 lbs. (dry), |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 18 Liters / 4.8 US gal / 4.0 Imp gal |
Manuals | Service Manual |
It could reach a top speed of 180 km/h / 112 mph.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, transverse four cylinders, DOHC, 2 valve per cylinder.. The engine featured a 8.7:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet multi-plate.
Chassis[edit | edit source]
It came with a 3.25 H19 front tire and a 4.00 H18 rear tire. Stopping was achieved via Single 292 mm disc, 1 piston caliper in the front and a Single 292 mm disc ,1 piston caliper in the rear. The front suspension was a 35mm Kayaba with anti dive adjustable air pressure. while the rear was equipped with a Dual shocks adjustable preload and spring rebound damping.. The GS 750E-II was fitted with a 18 Liters / 4.8 US gal / 4.0 Imp gal fuel tank. The bike weighed just 223 kg / 492 lbs.. The wheelbase was 1490 mm / 58.7 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki GS 750E-II
In two years the Suzuki GS750 has gained recognition as a fast, reliable,
good-handling machine. Built upon that foundation, the EC, with cast wheels,
dual-disc front brakes and a stepped seat, takes its place as yet another
factory-modified motorcycle.
IN RECENT YEARS MOTORCYCLE manufacturers have begun to produce
increasing numbers of "variants"bikes which use special trim, options or
specifications to set themselves apart from standard but which do not differ
from their respective base models in any significant or expensive way. It's not
a new way of doing businessHarley-Davidson built two Sportsters practically
from the beginning, not to mention any number of Pick 'Em Glides, and Triumph
built more "different" 650 twins than you could shake a dipstick at. It is a
fabulous concept: a dealer can sell two or three ostensibly different models but
only carry a parts inventory for one; a customer can select between the variants
of a given basic unit and buy the one that'll correspond most directly with the
kind of riding he likes; and the manufacturer can produce three models for
roughly the price of one, and if he's especially lucky he can enjoy three times
as many sales.
If variants aren't new they certainly are plentiful. A short list: all but
one BMW; H-D XLCR Café Racer, Low Rider and Super Glide; the 900 Ducati SS and
Darmah; two of the three Honda Hawk 400s; Honda CB750F and CB750A; two Kawasaki
KZ400s, two KZ650s and two Zs; one Laverda triple; four Moto Guzzis; one of each
of Suzuki's late-model four-strokes, one Triumph Bonneville; and at least three
Yamahas (two of which, the 650SE and the 750XE, are so popular that Yamaha is
now very close to Honda in terms of total unit sales). Variants are less
plentiful in the dual-purpose and enduro categories, and they're extremely rare
among motocrossers; the less important appearance becomes and the simpler the
objective, the more impractical the variant concept is.
What comprises a successful variant? First, the basic model should be sound,
or popular, or both. Second, the variant should function no worse than
the standard model although some very successful variants have; third, the bike
should anticipate the needs or desires of the market ("needs" works better;
"desires" sells better); and fourth, the variant should carry a price tag which
reasonably reflects the value of those parts which make it special.
There are radical variantsthe BMW R1OORS, the Kawasaki Z1 -R and Z1R-TC, the
Honda CB750Aand there are mild ones. The Suzuki GS750EC is mild. It is also a
paradigm of all those things which practically guarantee market success. The EC
is for those who want a combination sporting and touring machine, and one which
is stylish but not gaudy. The basic GS750 has proven to be the best sport-tourer
in its class, a fact which automatically places the functionally identical (and
only slightly heavier) EC at the top of the heap. Stylistically, the EC's
modificationsan all-black paint motif, a stepped seat, cast wheels and a
dual-disc front brake system are very subtle and should appeal to both sporting
and touring riders. The EC is different, but not terribly special. Happily,
another related factor must be mentioned here: price. Few modifications result
in only a slight price increase. The EC retails for $2349, compared to $2199 for
the 750C. Considering what you get, the EC is a bargain.
The power characteristics of the GS750EC result in excellent performance
whether the bike is used for touring or sport riding. From just above idle to
5000 rpm, the engine is supple and clean. Around-town riding consequently is
hassle-free and completely enjoyable. The top-of-the-range powerband, though, is
definitely for the thrillseeker. In this neighborhood the GS nearly doubles its
horsepower, increasing in output from 30 to 60. The GS turns a 12.72-second
quarter-mile elapsed time, certainly quick enough for a pleasurable acceleration
highand incrementally quicker than last year's standard GS. It's possible that
this tiny improvement in acceleration performance came from the factory refiddle
of the carburetors. Because the EC is a 1978 model produced after January 1, its
carbs have been tightened up for emission control. Comparing this year's EC to
last year's B-model, the needle jets are slightly leaner, and the slide cutaways
provide a slightly richer transition from the pilot jets to the needles. While
the rest of the carburetors' metering systems remain di-mensionally the same as
they were last year, assembly and quality control have been improved, and
manufacturing tolerances for the relevant internal carb parts have been more
carefully pinpointed.
Everything else about the 750 four-cylinder remains as before. Although the
engine is only in its second year of production, it behaves like an old
sweetheart that's been around forever. Except for Suzuki's patented automatic
cam-chain tensioner, the GS750 engine strolls right down the middle of Ordinary
Avenue: a carb for each inlet port, double overhead camshafts with timing
figures identical to those developed in 1972 for the first Kawasaki Z-1,30mm and
36mm exhaust and inlet valves, a roller crankshaft and a points-type ignition.
We have but two complaints: first, the carburetor return springing is still too
stiff for mortal right wrists, and second, it's time Suzuki abandoned an old
convention in favor of a new one and switched over to some form of pointless
ignition.
Suzuki started caring about street bike frames before any other major
Japanese manufacturer. The GS's, the second of three big bike chassis thus far
drawn up by Mr. Hisashi Morikawa (the RE-5 came before; the GS1000 after), is a
beauty. It weighs 36.75 pounds, produces a wheel-base of 59 inches, and has mass
and strength in all the right placeslike under the fuel tank and between the
rear axle and the swing-arm pivot. As a sporting motorcycle the 750 Suzuki
handles almost as well as the best 10OOcc Super-bikes now coming out of
Japanand those are pleasingly close to the hotsy-totsy high-performance
European bikes. The 750 is stable in all but the most wide-open,
close-your-eyes-and-pray corners, and despite its wheel base the bike feels
neutralif not totally and instantaneously responsive to steering inputs.The
additional unsprung front-wheel weight imposed by an extra caliper and rotor
(even though each rotor is smaller and thinner than the one used on the standard
model) gives the bike's front end a detectable harshness over bumps, and that
was not present on last year's GS. This harshness, however, has no direct
influence on cornering behavior.
What does have an influence is the bike's cornering clearanceor lack
thereof. For reasons which escape us, the 1978 EC model does not have quite as
much banking clearance as the 1977 GS, and the GS needed a bit more as it was.
The EC, even with rear spring preload adjusted to maximum, dragged both sides of
its centerstand, one right-side exhaust-pipe clamp and the side stand. In view
of the EC's generally excellent handling stability, and progress made recently
by other manufacturers with respect to cornering clearance, we feel that Suzuki
should take a close look along the flanks of their 750s and 1000s and then
improve the bikes' cornering clearances.
Generally, the GS's suspension works a comfortable and controllable ride.
Around town, the fork exhibits some stic-tioninitial resistance to
movementover small bumps. At high speeds or in hard cornering, however, the
suspension limbers up and works nicely. Solo freeway cruising at 55 mph without
luggage draws the same comments as around-town riding: smaller bumps do not work
the suspension; larger road irregularities are completely absorbed. With luggage
or two-up, the suspension is compliant and allows comfortable long-distance
riding.
Compared to other 750s, the GS is not as plush as a Yamaha XS750 but is
easily as comfortable as, or more so than, any other bike in its displacement
category.
More than any other aspect of the GS's fit and feel, its roominess deserves
mention. Riding solo, the GS rider can move all over the bike to stretch muscles
on a long jaunt. But other characteristics of the 750's seating position are not
as praiseworthy. The handlebar sweeps back too far and prevents the rider from
canting into the wind, and it has been built with an awkWard bend which twists
the rider's wrists inward. Suzuki spokesmen explain that this particular
handlebar, which was the subject of some criticism on last year's 750, has been
retained on the GS because it is especially comfortable when a fairing is
mounted and an upright riding position is preferred. Designers of the GS seem to
have drawn another compromise between sporting and touring riders with the
placement of the footpegs: sport riders felt the pegs should be a couple of
inches rearward for more comfortable non-faired riding.
Suzuki has reduced the seat's foam density on both the EC and the standard
750 to give a plusher ride. The EC uses a stepped seatthe standard model has a
single-level design. Though the foam in each seat is still of one-piece
construction, the change in density has vastly improved the feel.
In response to suggestions from consumers and motorcycle magazines, Suzuki
has refined the GS brake systems. On the B model, the rear disc brake began to
chatter with only light pressure on the lever. The problem was especially
noticeable when the rider downshifted at the same time. On the 1978 750s, the
rear-brake disc has been reduced in diameter from 295mm (11.6 in.) to 275mm
(10.8 in.). This reduction has completely eliminated the rear-brake touchiness.
The EC uses a dual-disc brake system up front with the calipers mounted
behind the sliders. The front stoppers are very controllable when dry and become
moderately less effective when wet. The standard model still uses a single-disc
front brake, which was perfectly adequate on the GS750B. Construction of the
discs has also been changed. The GS750B unit consisted of a center piece with
the disc riveted on. Both the EC's front discs are one-piece units identical to
the rotor used on the 400. The EC still uses a riveted two-piece unit for the
rear disc-brake system.
Previously, the rear brake-fluid reservoir attached directly to the master
cylinder. This design had the reservoir dangling half-naked from beneath the
right side cover. In the interest of esthetics, Suzuki detached the reservoir
from the cylinder and relocated it completely under the cover.
All of the Suzuki's bits and pieces are functional but some specific
complaints are in order regarding the basic designs. Opinions varied about the
glowing orange instrument faces: some testers thought they were a bit
distracting at night; others found them quite entertaining. Through a curious
oversight in the design process those same instruments, which are canted toward
the rider so he can better see them, nearly blind the rider when he has the sun
at his back; they reflect the rays directly into his eyes.
Another detail item, the helmet holder, is annoying for several reasons.
First, the seat must be raised to reach it, necessitating the removal of any
strapped-on bun-gee cords. Next, there is a metal clip which the helmet-strap
ring slips past. The clip prevents theft of the helmet when the seat is locked
but also prevents easy removal by the owner when the seat is raised. Finally,
the GS has only one holder, leaving either the rider or the passenger to gamble
with his helmet.
On the positive side, switches for the turn signals, high beam and horn are
all half a thumb's length away; the grips and levers are comfortable; the
mirrors vibrate only marginally; the choke is accessible; and the gas cap is
large, has a locking cover and doesn't leak.
The Suzuki 750 four-stroke was a brilliant motorcycle when it was introduced
in the fall of 1976; it still is, almost two years later, whether presented in
the form of GS-ordinaire or GS-especiale. The EC is not only a
successful variantit is a successful motorcycle, predominantly because nothing
that's been done to make it special has hurt its function. In either form,
standard or EC, the GS750 is still the best 750 motorcycle you can buy.
Source Cycle 1980
Make Model | Suzuki GS 750E II |
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Year | 1980 |
Engine Type | Four stroke, transverse four cylinders, DOHC, 2 valve per cylinder. |
Displacement | 748 cc / 45.6 cu in |
Bore X Stroke | 65 x 56.4 mm |
Cooling System | Air cooled |
Compression | 8.7:1 |
Lubrication | Wet sump |
Induction | 4 x Mikuni VM26SS carburators |
Ignition | Battery, coil |
Battery | 12V 14AH/10 hr. |
Generator | 3 ph AC |
Spark Plug | NGK B8ES |
Starting | Electric & kick |
Max Power | 53.6 kW / 72 hp @ 8500 rpm |
Max Torque | 60 Nm / 6.1 kgf-m / 44.2 lb-ft @ 8250 rpm |
Clutch | Wet multi-plate |
Transmission | 5 Speed |
Final Drive | Chain, 630SO 96 link, O-ring .81/2 in. free-play |
Primary Reduction | 2.152 (99/46) |
Final Reduction | 2.733 (41/15) |
Gear Ratio | 1st 2.571 (36/14) / 2nd 1.777 (32/18) / 3rd 1.380(29/21) / 4th 1.125 (27/24) / 5th 0.961 (25/26) |
Front Suspension | 35mm Kayaba with anti dive adjustable air pressure. |
Rear Suspension | Dual shocks adjustable preload and spring rebound damping. |
Front Brakes | Single 292 mm disc, 1 piston caliper |
Rear Brakes | Single 292 mm disc ,1 piston caliper |
Front Tire | 3.25 H19 |
Rear Tire | 4.00 H18 |
Steering Angle | 40° |
Caster | 63° |
Trail | 107 mm / 4.21 in |
Turning Radius | 2.5 m / 8.5 ft |
Dimensions | Length 2225 mm / 87.6 in Width 870 mm / 34.3 in Height 1170 mm / 46.1in |
Wheelbase | 1490 mm / 58.7 in |
Ground Clearance | 150 mm / 5.9 in |
Dry Weight | 223 kg / 492 lbs. |
Fuel Capacity | 18 Liters / 4.8 US gal / 4.0 Imp gal |
Reserve | 2 Liters / 0.5 US gal / 0.44 Imp gal |
Consumption Average | 6.4 L/100 km / 15.6 km/l / 36.7 US mpg / 44.1 Imp mpg |
Standing ¼ Mile | 12.8 sec |
Top Speed | 180 km/h / 112 mph |