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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 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. | ||