Suzuki GT series — Wikipedia, the free encyclopedia

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Suzuki GT series


GT550, GT750 [ edit ]

The lineup consisted of the following

GT380 Three cylinder in North America as Sebring)

Three cylinder (marketed in America as Indy)

GT750 cylinder (marketed in North as LeMans)

Engines [ edit ]

All were piston ported types equipped with ‘s proven, reliable and economical Crankcase Cylinder (CCI) multipoint oil injection (previously known as PosiForce), battery/points ignition system and final drive. The engines designed following Suzuki’s conservative design philosophy and classic Schnuerle porting.

In a departure for Suzuki, the alternator was a three-phase excited field using brushes and slip with a wound rotor. A state rectifier and a mechanical regulator completed the system. Up to point, Suzuki had typically a permanent magnet single alternator setup on its bikes so the new was quite a step up for the GT series.

The 380 and 550 engines were air-cooled a system that Suzuki Ram Air. [ 1 ] This system of a cast aluminum shroud a modified cylinder head to the cooling air.

The GT750, was liquid-cooled. Suzuki thus led the world by being the first to mass-produce a liquid-cooled motorcycle a big-bore two-…. The GT750 was nicknamed the Water Buffalo in America, the Wasserbuffel in Germany, the in the UK and the Water Bottle in Australia as of the affection felt by owners for high-torque two-… roadburner.

affection continues well the new millennium, with the GT750 a large and loyal following dedicated to the reclamation and restoration of unique machine.

Piston rings [ edit ]

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

Production and sales went quite successfully from the 1972 introduction, no doubt by periodic updates and the introduction of the models for beginners.

Carburetors [ ]

An important change for the 1974 MY was the of the carburetors on all of the three-cylinder machines. For MYs and 1973 the carburetors had been separate items with the cabling that such an entails. The unitized carburetors mounted to a single bracket a much less complex push-pull cable arrangement.

This arrangement allowed and more durable synchronization of the This practice was continued to the end of production of the three-cylinder models. At point the GT750 received the new BS40 type diaphragm carburetors. These proved to be troublesome but were eventually out with some remedial work in the field.

All the smaller stayed with the tried and Mikuni VM type round carbs.

Exhaust system [ ]

Another feature differentiating the GT models from their was the bifurcation of the centre cylinder header. This allowed to use four mufflers rather the unbalanced 2 and 1 arrangement used by the competition. or the three into two arrangement favoured by the British of three-cylinder machines.

Starting [ edit ]

The GT550 and also sported electric which is not truly necessary on a engine, even ones as as these. Apparently the sales felt that the electric leg was a item to keep up with the All other models, with the of the GT185, were kick only.

Transmission [ edit ]

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

[ edit ]

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

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

[ edit ]

All three GT models Suzuki’s usual conservative principles. The frames were mild steel tubing long wheelbases to give at high speed.

Colour [ edit ]

Each of these was available in two different colour with the GT750 being in three colours in most for the initial MY only. It reverted to two schemes for succeeding MYs. The were mildly tuned to more torque than the who were producing highly machines with outright for straight line performance. was more concerned with and ease of use for its customers.

The GT series of machines were and substantial motorcycles designed for speed highway riding the tradition of European touring

Suzuki GT 125

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