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Difference between revisions of "Category:Suzuki GT series"
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*[[Suzuki GT750|GT750]] Three cylinder (marketed in North America as "[[LeMans]]") | *[[Suzuki GT750|GT750]] Three cylinder (marketed in North America as "[[LeMans]]") | ||
All engines were piston ported [[two-stroke]] types equipped with [[Suzuki]]'s proven Crankcase Cylinder Injection (CCI) multipoint oil injection system (previously known as [[PosiForce]]), conventional battery/points [[ignition system]] and chain-type final drive. The engines were designed following Suzuki's typical conservative design philosophy and featured classic [[Schnuerle porting]]. In a major departure for Suzuki, the alternator fitted was a three-phase excited field type using brushes and [[slip ring]]s with a wound rotor. A | All engines were piston ported [[two-stroke]] types equipped with [[Suzuki]]'s proven Crankcase Cylinder Injection (CCI) multipoint oil injection system (previously known as [[PosiForce]]), conventional battery/points [[ignition system]] and chain-type final drive. The engines were designed following Suzuki's typical conservative design philosophy and featured classic [[Schnuerle porting]]. In a major departure for Suzuki, the alternator fitted was a three-phase excited field type using [[brushes]] and [[slip ring]]s with a wound rotor. A solid state [[rectifier]] and a mechanical three-step regulator completed the system. | ||
Up to this point, Suzuki had typically used a | Up to this point, Suzuki had typically used a permanent magnet single phase alternator setup on its bikes so the new equipment was quite a step up for the GT series. | ||
The 380 and 550 engines were air cooled with a system that Suzuki christened "Ram Air".<ref>{{cite web|url=http://www.motorcycleclassics.com/motorcycle-reviews/2007-03-01/1973-77-suzuki-gt380.aspx|title=1973-1977 Suzuki GT380|publisher=Motorcycle Classics|accessdate=2009-08-12|date=March/April 2007|author=Landon Hall}}</ref> This system consisted of a cast aluminum shroud covering a modified [[cylinder head]] to direct the cooling air. | The 380 and 550 engines were air cooled with a system that Suzuki christened "Ram Air".<ref>{{cite web|url=http://www.motorcycleclassics.com/motorcycle-reviews/2007-03-01/1973-77-suzuki-gt380.aspx|title=1973-1977 Suzuki GT380|publisher=Motorcycle Classics|accessdate=2009-08-12|date=March/April 2007|author=Landon Hall}}</ref> This system consisted of a cast aluminum shroud covering a modified [[cylinder head]] to direct the cooling air. | ||
The GT750, however, was liquid cooled. Suzuki thus lead the motorcycle world by being the first company to | The GT750, however, was liquid cooled. Suzuki thus lead the motorcycle world by being the first company to mass produce a [[liquid cooled]] motorcycle - a big bore two-stroke The GT750 was quickly nicknamed the "Water Buffalo" in North America, the "Wasserbuffel" in Germany, the "Kettle" in the UK and the "Water Bottle" in Australia as signs of the affection felt by owners for this high torque two-stroke roadburner. This affection continues well into the new millennium with the GT750 having a large and loyal following worldwide dedicated to the reclamation and restoration of this unique machine. | ||
As well, all models were equipped with [[drum brake]]s front and rear. This arrangement only lasted for the 1972 MY. All of the 1973 MY three cylinder machines were equipped with hydraulically operated single [[disk brake]]s on the front while retaining their drum brakes on the rear. The GT750, however, had dual disks up front to cater for the braking requirements of this heavier and more powerful machine. This dual disk brake setup was another big "first" for Suzuki since all the competitors were using single front disks only at this time. | As well, all models were equipped with [[drum brake]]s front and rear. This arrangement only lasted for the 1972 MY. All of the 1973 MY three cylinder machines were equipped with hydraulically operated single [[disk brake]]s on the front while retaining their drum brakes on the rear. The GT750, however, had dual disks up front to cater for the braking requirements of this heavier and more powerful machine. This dual disk brake setup was another big "first" for Suzuki since all the competitors were using single front disks only at this time. | ||
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All models were equipped with five-speed transmissions with the exception of the GT380 which had a six-speed. The GT550 and GT750 also sported electric starting which is not truly necessary on a two-stroke engine, even ones as large as these. Apparently the sales department felt that the "electric leg" was a must-have item to keep up with the competitors. All other models, with the exception of the GT185, were [[kick start]] only. | All models were equipped with five-speed transmissions with the exception of the GT380 which had a six-speed. The GT550 and GT750 also sported electric starting which is not truly necessary on a two-stroke engine, even ones as large as these. Apparently the sales department felt that the "electric leg" was a must-have item to keep up with the competitors. All other models, with the exception of the GT185, were [[kick start]] only. | ||
All three GT models followed Suzuki's usual conservative design principles. The frames were all-welded | All three GT models followed Suzuki's usual conservative design principles. The frames were all-welded mild steel tubing with long wheelbases to give stability at high speed. Each of these models was available in two different color schemes with the GT750 being available in three colors in most markets for the initial MY only. It reverted to two color schemes for succeeding MYs. The engines were mildly tuned to produce more torque than the competition who were producing highly stressed machines with outright power for straight line performance. Suzuki was more concerned with durability and ease of use for its customers. The GT series of machines were large and substantial motorcycles designed for high speed highway riding following the tradition of European touring cars. | ||
Another feature differentiating the three cylinder GT models from their competitors was the bifurcation of the center cylinder exhaust header. This allowed Suzuki to use four mufflers rather than the "unbalanced 2 and 1" arrangement used by the Japanese competition.....or the "three into two" exhaust arrangement favored by the British manufacturers of three cylinder machines. | Another feature differentiating the three cylinder GT models from their competitors was the bifurcation of the center cylinder exhaust header. This allowed Suzuki to use four mufflers rather than the "unbalanced 2 and 1" arrangement used by the Japanese competition.....or the "three into two" exhaust arrangement favored by the British manufacturers of three cylinder machines. | ||
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An important change for the 1974 MY was the "unitizing" of the [[carburetor]]s on all of the three cylinder machines. For MYs 1972 and 1973 the carburetors had been three separate items with the complex cabling that such an arrangement entails. The unitized carburetors were mounted to a single bracket with a much less complex single push-pull cable arrangement. This arrangement allowed easier and more durable synchronization of the carburetors. This practice was continued through to the end of production of the three cylinder models. At this point the GT750 received the new Mikuni BS40 type diaphragm style carburetors. These proved to be somewhat troublesome but were eventually sorted out with some remedial jetting work in the field. All the smaller models stayed with the tried and true [[Mikuni]] [[Mikuni VM|VM]] type round slide carbs. | An important change for the 1974 MY was the "unitizing" of the [[carburetor]]s on all of the three cylinder machines. For MYs 1972 and 1973 the carburetors had been three separate items with the complex cabling that such an arrangement entails. The unitized carburetors were mounted to a single bracket with a much less complex single push-pull cable arrangement. This arrangement allowed easier and more durable synchronization of the carburetors. This practice was continued through to the end of production of the three cylinder models. At this point the GT750 received the new Mikuni BS40 type diaphragm style carburetors. These proved to be somewhat troublesome but were eventually sorted out with some remedial jetting work in the field. All the smaller models stayed with the tried and true [[Mikuni]] [[Mikuni VM|VM]] type round slide carbs. | ||
The 1974 MY also saw Suzuki introduce the GT125 to the motorcycling world. This model was similar in layout to the GT185 but with a shorter wheelbase and smaller engine displacement so shared only a few common parts. The rest of this model's equipment followed that of the GT185. The electric starter was deleted, probably in the interests of economy, which allowed a more attractive selling price in the very competitive "beginner" market that this model competed in. This model continued basically unchanged, excepting | The 1974 MY also saw Suzuki introduce the GT125 to the motorcycling world. This model was similar in layout to the GT185 but with a shorter wheelbase and smaller engine displacement so shared only a few common parts. The rest of this model's equipment followed that of the GT185. The electric starter was deleted, probably in the interests of economy, which allowed a more attractive selling price in the very competitive "beginner" market that this model competed in. This model continued basically unchanged, excepting colors and trim items, until the end of production with the 1977 MY. Some markets may have received 1978 MY versions of this model but there is currently no evidence supporting this assertion. This model was never marketed in North America so was not assigned a marketing name like its larger siblings. | ||
Another marketing anomaly concerned the GT380. The actual engine displacement as introduced in the 1972 MY was 371cc and the 380 stayed this way until the end of production for most market areas. However, for the Italian market only, the GT380 received a displacement increase to 384cc starting with the 1975 MY. This engine size was continued through to the end of production for Italy alone. This was a counter to an Italian government import ban on bikes less than 380cc and less than 170 kg. Suzuki simply increased the bore of the GT380 to 55mm thus making the engine capacity now 384cc. Suzuki also made sure that the data plate riveted to the frame showed a weight of 171 kg. | Another marketing anomaly concerned the GT380. The actual engine displacement as introduced in the 1972 MY was 371cc and the 380 stayed this way until the end of production for most market areas. However, for the Italian market only, the GT380 received a displacement increase to 384cc starting with the 1975 MY. This engine size was continued through to the end of production for Italy alone. This was a counter to an Italian government import ban on bikes less than 380cc and less than 170 kg. Suzuki simply increased the bore of the GT380 to 55mm thus making the engine capacity now 384cc. Suzuki also made sure that the data plate riveted to the frame showed a weight of 171 kg. | ||
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[[Category:Suzuki motorcycles|GT series]] | [[Category:Suzuki motorcycles|GT series]] | ||
[[Category:Needs motorcycle template]] | |||