Difference between revisions of "Category:Suzuki GT series"

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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 [[mass production|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.
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 [[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.
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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