Suzuki GT series – Wikipedia, the free encyclopedia

3 Feb 2015 | Author: | Comments Off on Suzuki GT series – Wikipedia, the free encyclopedia

Suzuki GT series

Contents

GT380, GT550, GT750 [ edit ]

The initial lineup consisted of the following models:

GT380 Three cylinder (marketed in North America as Sebring)

GT550 Three cylinder (marketed in North America as Indy)


GT750 Three cylinder (marketed in North America as LeMans)

Engines [ edit ]

All engines were piston ported two-stroke types equipped with Suzuki ‘s proven, reliable and very economical 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 rings 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.

The 380 and 550 engines were air-cooled with a system that Suzuki christened Ram Air. [ 1 ] 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 led 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.

Piston rings [ edit ]

Like all engines of this period, the 550 started life with chrome-plated piston rings running in cast iron cylinder bores. However, for the 1976 MY, the 550 received a very forward-thinking design change that featured cast-iron rings running in chrome-plated cylinder bores. This change was largely thanks to the RE5, which also used ‘SCEM’ (Suzuki Composite Electrochemical Material) in its combustion chamber – although their race department may also have had an input.

Production and sales went along quite successfully from the initial 1972 introduction, no doubt helped by periodic updates and the introduction of the smaller-capacity models for beginners.

Carburetors [ edit ]

An important change for the 1974 MY was the unitizing of the carburetors 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.

Exhaust system [ edit ]

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.

Starting [ edit ]

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.

Transmission [ edit ]

All models were equipped with five-speed transmissions with the exception of the GT250 and GT380 which had a six-speed.

Brakes [ edit ]

As well, all models were equipped with drum brakes front and rear. This arrangement only lasted for the 1972 MY. Suzuki did offer owners the option of a dealer implemented upgrade from the twin leading shoe drum front brake to a twin disc set-up but this was extremely expensive. All of the 1973 MY three-cylinder machines were equipped with hydraulically operated single disc brakes on the front while retaining their drum brakes on the rear.

The GT750, however, had dual discs up front to cater for the braking requirements of this heavier and more powerful machine. This dual disc brake setup was another big first for Suzuki since all the competitors were using single front discs only at this time.

Design [ edit ]

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.

Colour schemes [ edit ]

Each of these models was available in two different colour schemes with the GT750 being available in three colours in most markets for the initial MY only. It reverted to two colour 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.

Suzuki GT 125

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