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Difference between revisions of "Category:Suzuki GT series"
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[[Image:yesca023.jpg|thumb|1972 GT380J in Roman Red and Egret White. Note drum style front brake used on this MY only.]] | [[Image:yesca023.jpg|thumb|1972 GT380J in Roman Red and Egret White. Note drum style front brake used on this MY only.]] | ||
[[Image:H2RICKSGT550A1.JPG|thumb|1976 GT550A in Forest Green Metallic with optional factory parcel rack. Note Ram Air cooling shroud on top of the cylinder head.]] | [[Image:H2RICKSGT550A1.JPG|thumb|1976 GT550A in Forest Green Metallic with optional factory parcel rack. Note Ram Air cooling shroud on top of the cylinder head.]] | ||
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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 [[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. | ||
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. | 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. | ||
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Another feature differentiating the three cylinder GT models from their competitors was the bifurcation of the centre 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 favoured by the British manufacturers of three cylinder machines. | Another feature differentiating the three cylinder GT models from their competitors was the bifurcation of the centre 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 favoured by the British manufacturers of three cylinder machines. | ||
For the 1973 MY, the venerable 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. | ||