Suzuki GS650GT
Suzuki GS650GT | |
Manufacturer | |
---|---|
Production | 1981 - 82 |
Class | Standard |
Engine | Four stroke, transverse four cylinders, DOHC, 2 valves per cylinder. |
Compression ratio | 9.4:1 |
Top Speed | 196 km/h / 122 mph |
Ignition | Transistorized |
Transmission | 5 Speed |
Suspension | Front: Telescopic fork Rear: Pivoted rear shocks 5-way preload adjustment. |
Brakes | Front: 2 x 275 mm discs, 2 piston calipers Rear: Single 275mm disc, 1 piston caliper |
Front Tire | 3.25-H19 |
Rear Tire | 4.25-H 17 |
Weight | |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 16 Liters / 4.2 US gal / 3.5 Imp mpg |
Manuals | Service Manual |
It could reach a top speed of 196 km/h / 122 mph.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, transverse four cylinders, DOHC, 2 valves per cylinder.. The engine featured a 9.4:1 compression ratio.
Chassis[edit | edit source]
It came with a 3.25-H19 front tire and a 4.25-H 17 rear tire. Stopping was achieved via 2 x 275 mm discs, 2 piston calipers in the front and a Single 275mm disc, 1 piston caliper in the rear. The front suspension was a Telescopic fork while the rear was equipped with a Pivoted rear shocks 5-way preload adjustment.. The GS650GT was fitted with a 16 Liters / 4.2 US gal / 3.5 Imp mpg fuel tank.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki GS 650GT
1981 Review
At first glance, you'd
think there's nothing much new about Suzuki's new shaft-drive 650
fours. Certainly the Katana styling of the GS650G sticks out a mile, but underneath the novel bodywork there's
still that same classic Suzuki accent on the engine that allows the
more conventionally-styled GS650GT to blend inconspicuously into any
line of Suzukis.
That's no surprise. The factory has developed an understandably
cautious approach to motorcycle development, one that places each
new model just one step beyond the last. But there's enough in the
new bikes to suggest both a fresh line of thought at Hamamatsu, as
well as links with the past.
For a start, the 650s
share a similar appearance to the GS550 four, but there's only an
indirect link with the smaller bike. Suzuki has launched a
chain-drive GS650E in America, due to appear in Europe later this
year, whose engine is undoubtedly an overbored GS550. It's got 62mm
diameter pistons that, with the 55.8mm-stroke roller bearing
crankshaft, take the capacity up to 673cc. The top end above the
crankcases is new with larger valves and a new combustion chamber.
Surprisingly, the GS650E doesn't use Suzuki's Twin Swirl Combustion
Chambers, in this case opting for a modified version of the
two-valve set-up of the GS550 but with a more compact combustion
space that allows a higher 9.4:1 compression ratio with lower domed
piston crowns.
That same top end is
used on the shaft-drive models that are appearing here in Britain,
but with a completely new set of crankcases and transmission. The
650 shafts are different from the
6¼ pint sump, which, incidentally, also supplies the transmission
and front bevel gears. Primary drive is by the familiar helical
gears straight off the crank to the clutch drum and the gearbox is a
five-speeder.
But this is where interest lies. For Suzuki has incorporated a
direct-drive top gear that's intended to reduce transmission losses
and minimise slack in the drive.
Unlike the GS850G and
GS1000G shaft drive models, in which the drive runs from the clutch
by a quill shaft inside the gearbox mainshaft to a sprung-loaded
shock absorber on the left-hand side, and thence back into the
combined ignition and steering taken off the layshaft's left end,
the GS650G's transmission is much more compact.
Taking advantage of the 650's smaller overall size, the drive is
taken back from the layshaft to the mainshaft; the final drive
bevels are on this shaft, making the engine much shorter. It's a
novel arrangement that not only makes the enigne more compact but
also allows top gear to be direct, without running through the
layshaft. Suzuki claims it cuts fuel consumption but we'll wait for
the test bike to confirm that. The rest of the shaft drive is
similar to, but smaller than, the GS850G's.
Overall drive ratio are
identical on both the
highly-tuned Katana model and the GT. Maximum power of the Katana is
the same as claimed by Yamaha for its XJ650 -- 73bhp developed in
the Suzuki's case at 9,500rpm. This is eight ponies more than the
softer GS650GT's 65bhp at 9,000rpm and is a result of using longer
duration inlet timing and larger exhaust pipes. It also gives a
higher maximum torque of42.21b-ft, compared to 48.51b-ft, but still
at a rather high 8,000 rpm.
Carburation in both cases is handled by a quartet of 32mm-choke
constant-velocity Mikuni instruments and ignition is by
magnetically-triggered coils with counterweight advancing for the
timing.
Top gear for th Katana gives 126mph at 9,500rpm, a speed unlikely to
be reached flat out if the XJ Yamaha is any guide, though 125mph
might be possible. Maximum power in top for the GS650GT comes in at
120mph. Acceleration should be in the low 13s through the quarter
mile, since the bikes weight 4731b and 4801b for
Amazing what a bit of paint can do.the G and GT respectively, heavier than the Yamaha by almost 351b.
Both models utilise the same duplex cradle frame. The difference in
riding position on the Katana comes from a longer stretch to the
bars rear-set footrests. The Katana's pillion rests are mounted on
their own tubular bracket, whereas the GT has a large rubber-mounted
alloy plate which also carries the rear brake pedal. Wheels and
brakes are also duplicated, the twin front differences, you
appreciate the marvellous illusion the Katana looks lighter and
leaner, even though it's actually heavier. Apart from the tank,
seat/side panels which are almost organic in shape, the illusion is
enhanced by the black/chrome (not paint) exhaust system, the black
rear half of the front mudguard and most of all the white (instead
of gold-painted) wheels.
The most significant aspect of the 650s is that they provide
practically the same performance as the first GS-750 four, yet they
are lighter and smaller, despite having shaft drive. Even more
important is that the prices £1525 for the GS650GT and £1595 for
the GS650G Katana are almost the same as for the GS750 when it was
superceded by the GSX750E at the beginning of 1980.
Should you be so inclined as to insist on a chain-drive Katana model
this year, there's the GS550M, which uses the same GS550 engine as
the 1980GS550E. There'll also be a Katana GSX750 similar to the
GSX1100S. Suzuki's sharp new blades look like they'll be everywhere
this year.
Source Which Bike 1981
Make Model | Suzuki GS 650E |
---|---|
Year | 1981 - 82 |
Engine Type | Four stroke, transverse four cylinders, DOHC, 2 valves per cylinder. |
Displacement | 673 cc / 41 cu in |
Bore X Stroke | 62 x 55.8 mm |
Compression | 9.4:1 |
Cooling System | Air cooled |
Induction | 4 x 32mm Mikuni carburetors |
Ignition | Transistorized |
Starting | Electric |
Max Power | 53.2 kW / 73 hp @ 9400 rpm |
Max Torque | 57 Nm / 5.8 kgf-m / 42 lb-ft @ 8000 rpm |
Transmission | 5 Speed |
Final Drive | Shaft |
Front Suspension | Telescopic fork |
Front Wheel Travel | 150 mm / 5.9 in |
Rear Suspension | Pivoted rear shocks 5-way preload adjustment. |
Rear Wheel Travel | 100 mm / 3.9 in |
Front Brakes | 2 x 275 mm discs, 2 piston calipers |
Rear Brakes | Single 275mm disc, 1 piston caliper |
Front Tire | 3.25-H19 |
Rear Tire | 4.25-H 17 |
Dry-weight | 213 kg / 470 lbs |
Fuel Capacity | 16 Liters / 4.2 US gal / 3.5 Imp mpg |
Standing ¼ Mile | 13.3 sec / 162 km/h / 100.5 mph |
Top Speed | 196 km/h / 122 mph |