Suzuki RE5 — Wikipedia, the free encyclopedia

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Suzuki RE5


Notes [ ]

Suzuki’s RE5 was one example of the very few engine motorcycles that produced. Some of the others by DKW and Norton Motorcycle Company the Norton Interpol 2. Norton Norton Commander ). It was manufactured by the Motor Company from and withdrawn during 1977. [ 1 ] engines produce high figures from relatively displacements.

All four major manufacturers had prototypes or plans. showed their Rotary at the Motor Show in 1972 twin rotor RZ-201). [ 2 ] tested a prototype as, [ 3 ] allegedly, did Norton [ 4 ] and DKW [ 2 ] also marketed along with a small run by Van (this company used a of NSU/Audi engines developed for ). [ 5 ]

There were only two models of the RE5, the 1975 M available in Firemist Orange or Blue and the 1976 A model in black (blue was shown as an on the A model brochure although may never have actually produced). Many A models unsold M models. Suzuki kits to dealers allowing to swap a number of items, gauges and lights, on unsold models converting the bikes to A models. [ 6 ] Main changes for included a color change for the and side covers, GT750 instruments, blinkers, tail and headlight housing. The B secondary for overrun were removed on the A the chain oiler was removed and a drive chain fitted. [ 7 ]

[ edit ]

The RE5 was touted as the future of Indeed, RE5 section chief Kamiya of Suzuki Motor stated that they had a rotary-powered motorcycle as early as the [ 8 ] Basic research and development to the end of the decade and culminated in the signing of a licence with NSU (part of in November 1970. [ 8 ] Suzuki was the firm to do so. [ 8 ] The company was at the cutting of rotary development, and engineered dozens of machines for the rotary process.

Of these, ten were special and included the machine to cut the block. [ 8 ] This one machine took a year to reach status. The company also twenty patents in plating, as research went into the electro-chemical materials (CEM) were used to plate the housing.

Testing of the running prototypes two years. [ 8 ] The bikes were in 1974. [ 9 ] Suzuki enlisted Edgar Mitchell. the sixth man to on the moon, to introduce the bike and it his endorsement. [ 9 ] No expense was spared, and a dozen motorcycle publications treated to a week-long test and instructional session on the motorcycle. were flown around the US coast in Cessna Citation to take their turn five pre-production bikes. [ 10 ] corporate attitude extended to the It was superior to other motorcycles of the day and a engine replacement stipulated for any problem within the first 12 or 12,000 miles (19,000km). [ 11 ]

The tin can cluster

Suzuki commissioned industrial designer Giorgetto for the RE5 styling. [ 18 ] [ 19 ] The tin can instrument cluster the usual lights and a low-fuel light, total loss oil light and digital gear [ 20 ] This tubular can motif was used in the tail light, and indicator lights finished off the theme. The 1976 A model to more conventional styling.

expected its sales teams to the model alongside the 1977 GS750. [ 21 ] but production had already The UK-based Rotary Owner’s records the earliest serial as 10049 and the highest 16291. this total production, of something more than bikes for both models are [ 6 ]

As of 2010, Suzuki’s newly museum in Japan does not an RE5.

Test rider [ edit ]

The RE5 was quite advanced in its and overall handling, and numerous test riders of the day remarked on some claiming it the best-handling out of Japan and close to European [ 22 ] It also had excellent ground [ 23 ] The complex B-point system below) gave smoother on overrun [ 24 ] and gave some braking. Suzuki stopped the B points to the 1976 A model, [ 25 ] and had dealers disconnect the system on M models.

It was also noted the bikes sometimes exhibited a spot or hesitation during as the carburetor transitioned from to secondary throat. [ 26 ] This is due to synchronization between the positions of the port and the secondary carburetor valves. There is also evidence linking this to [ 26 ] possibly an excessively lean mixture.

The bike is less powerful Suzuki’s 750 of the day, [ 27 ] but its greatest is tremendous torque. [ 28 ] The bike is compared to many reciprocating of the day, but has a grinding vibration 4,000 rpm which was often upon in road tests. [ 29 ] speculation about worn or components, it is more likely a of the engine harmonics. Average consumption is around 37mpg (7.6L/100km; 31mpg -US ), [ 30 ] ), but road sometimes achieved results as low as -imp (9.9L/100km; 23.8mpg -US ) and as as 43.3mpg -imp (6.52L/100km; -US ). [ 31 ] In the end, and once over its test riders found other than its handling, it superior to more conventional

Specifications [ edit ]

Specifications: [ 32 ]

Front 3.25 × 19in, 4.00 × 18in.

Brakes: twin 290mm (11.39in) single piston floating Rear 180mm (7.09in)

Displacement: 497 cc (30.3 cu in).


Claimed HP: 62hp @ 6,500RPM

Claimed Torque: (74.4N·m) @ 3,500RPM

Carburation: two two barrel 18–32mm Mikuni.

CDI (incorporating a points system).

17 litres (4.5 US gal, imp gal) capacity, 85-95

Starting system: Electric, (the latter intended to be only as an option).

Performance: Top (tested): 168km/h (104mph).

¼ mile: 14.02s @ 94.24mph

Wheel Base: 1509mm

Weight (curb with tank of fuel): 255.4kg

Weight dry: 230kg

Technical features [ edit ]

The has a single rotor with a of 497cc. The rotor spins on an shaft in a peritrochoid (Mazda an epitrochoid ) chamber, [ 33 ] giving rotations of the crankshaft for every of rotor travel. Compression is 9.4:1.

The eccentric shaft on plain bearings, [ 33 ] which better than rollers for dissipation. Combustion sealing Apex, corner and side At the three rotor apexes, tip was accomplished with a three-piece tensioned by a blade spring.

Apex seals were of a special material known as Tic, which was a combination of ferrous alloy and titanium [ 34 ] The surface of the trochoid chamber the apex seals rubbed was coated with a CEM (composite material) consisting of nickel carbide. Side sealing one blade-like seal and spring for rotor face on each (six side seals in Corner seals and springs the isolation of combustion.

Blow-by are recirculated into the combustion [ 35 ] The rotor spins backward in to the motorcycle. Primary power to the clutch and transmission is by duplex [ 36 ]

Clutch and gearbox [ edit ]

Wet clutch and five-speed constant transmission. The gearbox is virtually the as that fitted to Suzuki’s water-cooled triple. RE5 final is by 630 chain via a 14-tooth drive and 43-tooth unit at the rear [ 36 ]

Suzuki RE 5 Rotary

Carburation [ edit ]

Two stage Five separate carburetor [ 37 ] Suzuki chose to use peripheral for the RE5, as they give high-speed running but are known to low-speed issues. [ 38 ] This is with by using a two-stage An 18mm throat splits two small peripheral induction [ 38 ] The primary butterfly is directly by one of the 5 throttle cables, and this circuit gives decent running.

A diaphragm controls the carburetor port, and this is when a set vacuum is reached in the circuit. This much 32mm port enters the chamber between and slightly the two small primary ports. involved with carburetion is the Port Valve. This butterfly valve pivots in the housing inside the secondary and is directly controlled by another of the cables.

Without the port the long induction tract of the port would fill traces of exhaust gasses the secondary valve was closed. occurs as the tip of the rotor passes the port at the end of the exhaust cycle beginning the induction cycle. [ 39 ] If was allowed to happen, when the throat finally opened the would first swallow an charge contaminated with gasses causing a momentary and felt as a … spot or in acceleration.

The port valve is effectively timed to remain whenever the secondary carburetor is closed, isolating the induction from exhaust gasses. tuning involves adjusting controlling the primary butterfly and the valve, among other and is best illustrated by Suzuki Bulletin Nine. [ 40 ] The carburetor incorporated a fuel pump was mechanically actuated at 35 degrees of butterfly movemement (later to 28 degrees) [ 40 ] to enrich the fuel during acceleration.

Ignition [ edit ]

CDI triggered by two of points. [ 39 ] A basic problem the rotary engine design is a of engine braking. partially due to the of the rotor. Leaning of the mixture on also contributes to erratic and running. One way to solve the problem is to off ignition entirely on overrun, but leads to excessive contamination of the chamber by unwanted deposits, can cause the Apex seals to

Suzuki opted for a compromise by two sets of ignition points. One set of ran on a dual lobe cam for normal firing the rotor every The other set ran on a single cam on the same for triggering the spark plug on [ 39 ] The second set (the B points) triggered by an rpm sensor (the relay) and a vacuum switch, meant that they on engine deceleration (high and above 1,700rpm. [ 39 ] This fired the rotor every face. [ 39 ] This kept the chambers relatively clean.

It served to smooth the lumpy of the bike as RPM reduced on overrun and some issues with (more correctly, afterfiring). [ 39 ] braking is also significantly The B point system was discontinued on the A. It is that the factory also mechanics to visit dealerships and the B points on any M (1975) models in the showrooms. Suzuki toyed the idea of two plugs like the but as with so much of their on this bike, overthought the believing that they require two plugs of different ranges. [ 8 ] The idea was dropped, and the shipped with a single conical seat gold spark plug housed in a insert in the rotor housing A9EFV). [ 38 ]

Cooling [ edit ]

The engine places severe stresses on its cases, as two sides of are constantly exposed to high and exhaust temperatures, while the side inducts cool mixture. To cope with and probably capitalizing on their experience with water Suzuki opted for a liquid-cooled using two separate systems. Oil is to lubricate and cool the internals of the and water-cooled the external jacketing.

Oil is fed from an engine sump by a pump at around 100psi [ 15 ] The oil is then circulated through an oil mounted across the frame and the radiator. A pressure regulator acts as a bypass in case of a in the cooler. [ 15 ] A centrifugal pump coolant around the external jacketing but via an intricate path in an to even out the massive thermal

Liquid enters at the point of temperatures (ignition), passing the right side to the left, and makes a 180° turn, to the right side and passing the exhaust port. Most of the is then routed to the very radiator that sits the frame in front of the bike. of the coolant that was not directed to the is now sent around the inlet and the left side housing. Its is once again reversed flowing to the radiator. [ 41 ] The water is thermostatically controlled, and a shrouded fan on the side of the radiator takes of excessive temperatures, switching on at (223°F) and cutting when the falls below 100°C [ 15 ]

Lubrication [ edit ]

Internally the is cooled and lubricated by engine oil and the aforementioned trochoid pump. oil is filtered by an easily accessible oil filter on the lower right of the cases. The filter includes an bypass valve in case of [ 15 ] Further lubrication specifically for the corner and side seals is by oil from a tank located the seat.

An engine-driven metering sends oil from this tank into the carburetor at a of around 100:1. [ 42 ] Metering of the oil is mechanically controlled by cables the throttle grip. The metering also provided lubrication for the drive chain. A second is routed from the metering and around the bike, ending above the drive chain the sprocket cover.

This feature was also on the A models by a simple blanking at the metering pump. The gearbox is from the engine sump and has its own oil Suzuki marketed its own brand of oil but also approved at least two oils for use in its rotary engine.

Super 10-20-50 [ 38 ] and Castrol GTX [ 19 ] both endorsed lubricants.

[ edit ]

Rotary exhaust reach 927°C (1,700°F), [ 43 ] and as on a motorcycle, required a specialized system. Suzuki dealt the problem by first exhausting a large, heavily finned which split the single into two streams. They built two twin-shelled exhaust which included air cooling Each muffler contains a steel inner pipe [ 43 ] is a little shorter than the of the external shell.

The internal ends in a removable stinger with numerous holes and in a fibreglass-like material. The stinger (or arrestor as Suzuki calls it) the exhaust system at the end of the external

At the front of each pipe was a forward-facing grille which cool ambient air to be forced the pipe by the bike’s forward and to travel the length of the exhaust the internal and external pipes. [ 25 ] It flowed through the holes in the stinger, mixing with the hot gasses before exiting the Even so, Suzuki found it to fit heat shields on the outside of the to further protect riders and The bike’s sound is unique its two- and four-… contemporaries but quite loud. [ 44 ] Early in (December 1974, Frame Suzuki reduced the size of the arrestor tubes, [ 45 ] which reduced noise and horsepower, but the RE5 note remains distinctive.

Suzuki RE 5 Rotary
Suzuki RE 5 Rotary
Suzuki RE 5 Rotary
Suzuki RE 5 Rotary


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