Suzuki XR69 — Classic Motobikes — Bike Reviews

24 Апр 2015 | Author: | Комментарии к записи Suzuki XR69 — Classic Motobikes — Bike Reviews отключены
Suzuki B-King Final Prototype

Suzuki XR69

With the 70s came the resurgence of big capacity racing after a mixed few F750 began earlier in decade as road machines in size and gave a platform for the and BSA triples to compete against the Harleys and Ducatis on the racetracks of the Before too long the Japanese with their screaming, times roadster based, two and devastated any hopes of the roadster four-… ever competing and squarely.

The answer was simple, outlaw the two strokes and introduce a for 1000cc machines based road engines as the original dictated.

The origins of the XR69 back to 1976 when Yoshimura approached Suzuki for with his GS750 based This arrangement suited perfectly as they possessed knowledge of high performance engines, while Yoshimura’s work freed up the resources of the stretched Grand Prix department, and gave them four-… race machines in the The bond between Suzuki and the tuning shop still today with strong between Yoshimura and every of Suzuki’s race and road efforts.

By 1978 the work had begun on a race machine based upon the GS1000 roadster, but soon found that the they had unleashed, around was surpassing the road frames by a huge amount, Suzuki by allowing chassis parts and concepts from the 500cc GP machinery to be used, and the transformation was

A steel tube frame, in appearance to the XR23 racer, was around the four-cylinder air-cooled while the bouncy bits handled by GP spec Kayaba suspension and forks. Graeme joined Suzuki for the 1980 following a successful year as a one of his first jobs was to test the new derived racer, he was suitably claiming it to be one of his all time favourite bikes. His development work was put to effect and within weeks the machines first win at Daytona going on to be a dominant force in all race meetings during year.

The complete package was ready for the of the 1980 season and ahead lay the task of beating the dominant RS machines at their own game. The proved to be more than up to the job and from the outset, despite its low budget development, especially compared to the effort Honda getting their CB900F racers up to speed, the XR was at the head of any Suzuki chose to put it in.

The technology the Suzuki was also a little using only two valves per while modern thinking saw at four valves as the required Pops Yoshimura had already years of thinking with design and opened up the ports, the 38mm inlet vales by 1mm while the exhaust went up 32mm to a whopping 37. This saw the rise in excess of 130bhp but the life of the Suzuki piston to a two-… like, 500miles.

The answer was found in the UK and special Omega pistons where solving the longevity problems

One notable trait when the XR is a high tick over, the valve timing implemented by in order to get the high power means low speed running is indeed, this is rectified by the revs up above 3500rpm at all It is a little hard to get used to at as the feeling is like the throttle is but once factored in to last down shifts, the end result is no That characteristic apart and the XR is a machine, sweet handling to its high pedigree donors and too with a top speed in excess of depending upon final

A year after the XR69s the rear end came in for revision again in keeping with the two GP racers of the time, the twin suspension units being by the all new Full Floater suspension would later see action in one or another on most Suzuki machines.

The XR69 was the bike to have for racing in the early 80s, short circuit and road showed the big Suzook to be ultra much to Honda UK’s Honda had come to view the TT as theirs by right, but the much and smaller budget, Suzuki had different ideas rising to dominance by the end of the XR’s reign in

Suzuki B-King Final Prototype

During 1982 Roger and the factory XR69 proved so in the British championships that he the nickname “A win a week” Marshall. The rider won every championship he that year, and became hot in the process, Honda tempting him for the trusty XR69 with a money offer to ride for in the 83 season.

This left Grant as the sole experienced in the Suzuki camp with newcomer Rob McElnea joining him Marshall’s XR69 ride in the McElnea dominated the TT that on his XR69 with some rides on the semi factory thrown if for good measure. modifications were implemented on the for this season, the most of these being the dry clutch making it easier on the rider’s hand, and liberating a few more in the process.

By the end of 1983 the time of the XR69 was Rule changes within the and TTf1 class meant an reduction in capacity to 750cc for strokes and 500cc for two strokes. as the earlier rule change in the 70s was to favour the new breed of four machines, this allowed a run of again for roadster based with the Suzuki RG500 the UK F1 title in 1986.

The rules again changed in 2004 1000cc machines to compete in the class.

Suzuki XR69

The first prototype Yoshimura were developed but needed a chassis than the road could provide

Graeme Crosby tests the new and goes on to win the Daytona 200 with He also wins the TT Formula One Championship as well as finishing 2nd in the TT F1. He also won the Australian Swann and the Suzuka 8hrs sharing a factory specification XR69 US rider Wes Cooley.

Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype


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