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Difference between revisions of "Category:Suzuki GT series"
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*GT380 [[Straight-3|Three cylinder]] (marketed in North America as "Sebring") | *GT380 [[Straight-3|Three cylinder]] (marketed in North America as "Sebring") | ||
*GT550 Three cylinder (marketed in North America as "Indy") | *GT550 Three cylinder (marketed in North America as "Indy") | ||
*[[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 [[solid state]] [[rectifier]] and a mechanical three-step regulator completed the system. | 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. | ||
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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 [[mild steel]] tubing with long wheelbases to give stability at high speed. Each of these models was available in two different | 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 | 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. | ||
For the 1973 MY, the venerable [[Suzuki T250|T250]] twin was updated with new bodywork, gained Ram Air cooling, a single disk brake in front and was now designated GT250. This model thus filled the important 250cc displacement slot in Suzuki's GT lineup. The GT250 retained its original engine and six speed transmission, both remaining basically unchanged from the T20 X6 Hustler of 1966 through the T250 model to the 1972 MY. The marketing name of "Hustler" was retained for the North American market. | For the 1973 MY, the venerable [[Suzuki T250|T250]] twin was updated with new bodywork, gained Ram Air cooling, a single disk brake in front and was now designated GT250. This model thus filled the important 250cc displacement slot in Suzuki's GT lineup. The GT250 retained its original engine and six speed transmission, both remaining basically unchanged from the T20 X6 Hustler of 1966 through the T250 model to the 1972 MY. The marketing name of "Hustler" was retained for the North American market. | ||
The GT250 continued on with minor changes until the 1976 MY when the engine was changed substantially, both internally and externally. Porting changes now saw the cylinders with four larger transfer ports instead of the previous two smallish ones as well as changes to the CCI system in the crankshaft main bearing area. The carburetors became 28mm in size instead of 26mm, the mufflers were modified to cater for the increased airflow through the engine and the transmission ratios were revised to more evenly match the new powerband. The Ram Air cover for the head was deleted and the stock finning on the heads was increased in height to gain the same effect as the Ram Air used to give. | The GT250 continued on with minor changes until the 1976 MY when the engine was changed substantially, both internally and externally. Porting changes now saw the cylinders with four larger transfer ports instead of the previous two smallish ones as well as changes to the CCI system in the crankshaft main bearing area. The carburetors became 28mm in size instead of 26mm, the mufflers were modified to cater for the increased airflow through the engine and the transmission ratios were revised to more evenly match the new powerband. The Ram Air cover for the head was deleted and the stock finning on the heads was increased in height to gain the same effect as the Ram Air used to give. | ||
Also for the 1973 MY, Suzuki introduced the GT185 twin cylinder model which was equipped with Ram Air cooling and drum brakes front and rear. It was marketed in North America as the "Adventurer". It also had a unique combination electric starter/generator setup. For the 1974 MY, the GT185 gained a single disk front brake to rationalize it with the other GT models. It then remained basically unchanged, except for | Also for the 1973 MY, Suzuki introduced the GT185 twin cylinder model which was equipped with Ram Air cooling and drum brakes front and rear. It was marketed in North America as the "Adventurer". It also had a unique combination electric starter/generator setup. For the 1974 MY, the GT185 gained a single disk front brake to rationalize it with the other GT models. It then remained basically unchanged, except for color and trim items, through to the end of production with the 1978 MY. | ||
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 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 colours 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. | 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 colours 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. | ||