Suzuki GT Critics of the design argued that because of cooling problems, it wasn't feasible to put two large cylinders so close together.
Spacing the cylinders farther apart would add to the width of the engine, thus spoiling the lines of the machine, besides adding to the bulk of the engine transmission package. But with a sound basic design and Japanese technology, the T soon became a machine to be reckoned with in all categories.
As a touring bike it is comfortable, reliable, economical, and it comes within a hairsbreadth of being a true Superbike in terms of performance. The last T we tested turned in a standing quarter-mile of Once again Suzuki has introduced a paradox the GT Big, heavy, comfortable, economical and extremely smooth, the GT is capable of high sec.
It's a Superbike in every sense of the word. The most interesting feature of the GT is the engine, and more particularly the method used to cool it. Water cooling for two-strokes is not new, the British Scott, which went out of general production just before WWII, was the last large-capacity machine to use it.
More recently, the horizontally opposed Velocette "LE" cc Twin employed water cooling, but it too is defunct. Several advantages accrue to water cooling a two-stroke, where heat is an inherent problem because a two-stroke fires twice as often as a four-stroke. Water cooling more efficiently disperses this heat, which can cause piston and cylinder distortion, with a consequent reduction of obtainable power. If clearances between moving parts must be made large enough to avoid excessive friction and possible seizures, this also leads to loss of power from blow-by past the piston rings, and contributes to the mechanical noise of the engine.
A properly designed water cooling system can reduce these problems. Among the negative aspects of water cooling is the need for a radiator, thermostat, water pump which can sometimes be dispensed with if a thermo-syphon system is usedand a cooling fan, items which Suzuki has managed to skillfully blend into a most attractive package.
With the exception of the radiator, the motorcycle is as cleanly styled and aesthetically pleasing as any model in Suzuki's line-up. Moderately valanced chrome plated fenders blend well with the wide dual seat, large instrument cluster and large, slightly bulbous gas tank. Even the radiator, which is protected by a chrome-plated safety bar, finally takes its niche in the design, although it looks somewhat out of place at first.
A transversely mounted two-stroke three is a design made popular by Kawasaki, with their frighteningly fast cc Mach The GT engine features horizontally split crankcase halves, which support the massive, four-main-bearing crankshaft. The crank has throws spaced deg. Looking at the engine from the top, we find three sets of contact breaker points located at the extreme left end of the crankshaft which are driven by a flexible coupling.
Just inboard is an idler bearing and to the right is a gear, which drives the tachometer and water pump. The water pump is a vane-type unit driven by a horizontal shaft and located in the bottom of the crankcase. It has an output of l6. At the right is a one-way clutch for the electric starter, a main bearing, the left cylinder's flywheel assembly, another main bearing and the central cylinder's flywheel assembly. Still another main bearing follows, which is adjacent to the helical gear for the primary drive.
Grafted onto the other side of the primary gear is the third cylinder's flywheel assembly, another main bearing and the alternator. The main reason for taking the primary drive from between the second and third cylinders was to keep the engine's width behind the crankshaft to a minimum. This arrangement leaves more space between the numbers 2 and 3 than numbers 1 and 2 cylinders, but with water cooling it doesn't make any difference.The jcc
The one-piece cylinder casting is fitted with cast-in iron liners which are not removable. However, pistons are available in two over sizes, and if the air cleaner remains intact and properly serviced, piston wear should be negligible.There have been many races throughout the 20th century, but rarely one more hotly contested than the rush to get a quarter-litre road machine past the magical mph barrier.
The X7 was an all new concept, albeit a development of a design that had been around for 12 years or so, the air-cooled twin of playing safe in the chassis department choosing instead to make great weight savings in the power plant. This lack of weight helping the 28 or so gee gees to push the machine up to and often beyond the mph barrier.
The X7 is a tiny machine, comparable with a modern day cc bike and, with its size and economical build, comes a feeling of flimsiness. The majority of failings with this machine are the effects of age upon the bodywork and metal, rather than mechanical woes. The attempts by the Suzuki design team at making a lightweight racer on the road does show many years on, the flimsy metalwork giving in to the corrosion and rust.
The petrol tank can and will fail, either from the inside out or outside in, particularly around the seams of the lower edges, requiring the application of f internal sealant. The engine, being based on over a decade and a half of development work, is, as you would imagine, well sorted. The usual two-stroke rattles and knocks are easily fixed, any machine with over 20, miles showing on the clock will need attention to the crank and bottom end.
Genuine pistons are good for around two thirds of that mileage, as indeed are the rings if good quality oil is used at all times. Any sizeable increase in power will see the clutch start to slip, this tiny unit, pared down in an effort to save weight and size, is at it limits of performance with a well set up engine in standard trim, so increases in both power and torque will soon have the plates complaining.
A short prod on the kick start soon has the perky twin bursting into life, running fluffy at first until the top end warms but, as the blue smoke lessens, and the rings expand to fill their gaps in the cylinder, every pump of the throttle has a sharper impact upon the revs. Click into gear and, with a smooth clutch hand gently introducing the engine to the rear wheel, it soon becomes clear that even with a set of reed valves to control the inlet tract the engine is quite peaky.Suzuki GT 750 Tribute
When the engine is within its correct operating range the pull is strong, easily as powerful as any other two-stroke air-cooled twin but feeling much more so thanks to the lightweight and flighty chassis. It is crucial to keep the revs up around or above rpm at all times when pulling away, the engine will drop out of its power without warning requiring a deft pull of the clutch lever to get the crank spinning up and the twin in its power band again.
At speed, handling crosses over from the light and easy to move around to flighty, and verging on the dangerous.
The extensive weight saving efforts have resulted in a machine barely able to stay on the road, while its short mm wheelbase adds little to the straight line stability.Hold key down pygame
The chassis is the only true failing of the design, hit a few closely spaced bumps, at anything like high speed and the bike loses all composure, bars flapping around, seemingly unconnected to the forks while the rear follows suit, leaving bike and rider looking as if they are trying to disco dance. Despite appearing a shade dated in the braking department, with a simple drum brake at the rear and tiny disc, and a floating single-piston caliper up front, the Suzuki does stop without stressing the pulse rate.
It should carry a health warning about speeds above 70mph, as any kind of rough surface has the bike doing it own thing with you the rider simply sat awaiting its return to normal service. Of course get the bike on a billiard table like race track and you could ride it around, way above road legal speeds, all day and many did, after all, the X7 was the bike to have during its brief period of dominance before the LC arrived on On the road however and the Yamaha RD has it in the bag by a good margin, there being hardly a fag paper in it speed wise, but a good deal more in the handling department enabling the RD to carry on when the Suzook is looking for the hedge bottom and struggling to keep up.
The RD in its various forms just had everything the year-old biker needed, the looks, the speed, and above all bags of kudos thanks to Yamahas successes on the race track allied to significant, year on year, up dates. The answer came in the form of the GT X7, no doubt the name was chosen as a nod to the past, as the last machine to have a hold on the mph barrier was the Suzuki X6 of The X7 can still trace its family tree all the way back 60s, with only minor technical advancements setting it apart from the rest of the GT and range.
Much work was done to save weight, the complete bike is 25lbs lighter than the GT C it replaced, the engine alone weighs in around 16lbs lighter than its predecessor and is a good deal narrower too. The width was reduced thanks to the narrow spacing of the barrels, Suzuki cc twins of old had to share a common bottom end with the version, but, with that model long gone from the line up, it just left a pair of 54mm bores to accommodate so the size could be minimised.
To get more gas into the engine a mix of crank case reed valve induction and the more traditional piston port was devised, this allowed a smaller inlet port to be used in the rear of the cylinder reducing both piston wear and excessive mechanical noise.
The reed valve feeds the bottom end of the engine, a feature already used to great effect on many Suzuki off road machines, opening at the same time as the piston operated port and closing slightly before it, but increasing the mid range power and torque to levels not achievable by piston port alone.Building a Water Buffalo Rocket.Verified hackers
It must be remembered that in order to acquire speed and handling, all facets must be examined. Some may choose not to completely modify their bike and therefore we cannot guarantee total performance. Careful assembly and good judgment will assure that your machine will perform as well as ours.
It will be necessary to obtain a Suzuki GT shop manual in order to insure proper assembly and proper torque settings. These dimensions will remain the same as on the standard machine unless otherwise instructed.
All of the modifications have been track and dynomometer tested and should give you the same results.
Again we emphasize careful assembly and accurate modification. The "J" with flange mounted carburetors, the late "J" thru "L", throughspigot mounted, and "M" through "B", through spigot barrel with higher exhaust timing. The early '72 flange mounted is the easiest of the lot to modify.
The others require some welding and machining. The '76 and '77 barrels are also favorable since they have more metal around the water jacket and are therefore least likely to be damaged if an error is made. Alignment, welding and machining should be done first and porting last. The modifications we will be dealing with will result in 88bhp at the rear wheel and at the crankshaft.
Further modifications will only entail more work on the intake port and carburetor size from 32mm to 38mm. The 38mm modifications will also require the use of a close ratio gearbox and a more sophisticated ignition system.
All other modifications for the engine are the same. The 38mm modifications with Lectron carburetors have given up to hp at the crank shaft and bhp sustained at the rear wheel.
Porting should follow diagram height in with. We shall begin with the exhaust port.
Caution must be exercised when reaching maximum height so that one does not break through the water jacket see barrel diagram. The width of port is limited somewhat by the battle holes, but primarily by ring flutter.
The maximum width that will avoid premature ring wear, is 52mm. We recommend a 50mm oval with a good chamfer around the edges. The volume of the port should be increased until the other edge. As a bit of caution, be certain to leave enough shoulder on the exit side of the port so the stock exhaust gasket has sufficient support.
Transfer ports are to be raised to a height of 16mm, and are to be well chamfer. Accuracy cannot be stressed enough and this point. Make certain that whoever does the transfer ports is very, very good board is very good and has a machining setup that will mechanically and rigidly cut the roof of the port.
There can be no variation from this narrow range because the expansion chambers are tuned to this split and any deviation from port heights will alter the effective tuning speed of the engine, either cutting power slightly with a great increase in peakiness if the split is narrow, or cutting powder considerably but with greater tractability in the split is increased.Jp email sign up
Do it right the first time.Suzuki broke a lot of new ground with the GT over its to production run, it was the first Japanese production bike with twin-front disc brakes the model onwardsand it was the first Japanese motorcycle with a liquid-cooled engine. The s were a time of significant experimentation with motorcycle engines, manufacturers were building 4-strokes2-strokesand Wankel rotaries. Suzuki developed the GT, known as the Le Mans in the USA and Canada, by adding a cylinder to the parallel twin two-stroke Suzuki T, and water-cooling the resulting inline-3 cylinder engine.
The distinctive lack of heat fins on the engine gave rise to a number of unusual nicknames for the GT in different parts of the world. At full chat the engine is capable of 70 hp at rpm and anywhere from 30 to 40 miles per gallon.
The kerb weight was a rather hefty-for-the-time lbs, though much of the additional weight was due to the water jacket, the liquid itself, and the radiator. Suzuki sold over 70, of them over their production run, and the surviving examples are now in much demand with collectors who love the bike for its uniqueness and excellent road manners.
Suzuki GT750 Service Manual
The example you see here is a model with the front drum brake — a highly collectible feature now as the vast majority of GTs came with twin front discs. The motorcycle is in excellent condition throughout, finished in hot pink which would have been hugely desirable when it was released — right at the beginning of the decade of disco.
Silodrome was founded by Ben back inin the years since the site has grown to become a world leader in the alternative and vintage motoring sector, with millions of readers around the world and hundreds of thousands of followers on social media.
This article and its contents are protected by copyright, and may only be republished with a credit and link back to Silodrome. The Tote Gote is an American trail riding bike designed to be the toughest motorcycle in the world.
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April 10, For the latest Suzuki zero to 60 and quarter mile stats, we have taken the time to gather the most accurate level of information possible. We consider a wide range of things when gathering our quarter mile and zero to sixty sec, including the skill level of the driver, the source of the information, and the specifics related to Suzuki cars.
There are numerous Suzuki cars, and each make and model is different. Everything from weight to driver experience to tires can have an influence not just on mph times, but on zero to 60 times and quarter mile times as well.
With that in mind, we know that getting data from the best possible source with the best possible level of accuracy is a must, and we believe in delivering the best results down to the tenths of a sec whenever possible. However, it's important to note that 0 to 60 times vary greatly, and depending on the source the information may vary.
Mph and. These results are based on the latest information on Suzuki vehicles derived from the best 0 to 60 tests available.First seen inthe Suzuki GT showed much promise, on paper at least. If the other Japanese manufacturers had stood still during the 70s then the GT would have made perfect sense.
As machines from the era go, the GT, or Sebring as it is known in the states, is a delight albeit a tad heavy. The air-cooled triple is not at all slow, but never quite as rapid in a straight fistfight with some of the middleweight twins. Touring, rather than street racing, became the natural category for all of the Suzuki triples as they bristled with mod cons and niceties, making them bulky and overweight.
There was much advanced thinking behind the design however, the most useful of all being the gear indicator, introduced in 74, situated right in the middle of the instrument cluster. Unusually the exhaust system bucked the modern two-stroke thinking of one tuned exhaust per cylinder, the middle pot vented to the outside world by means of split exhaust arrangement that saw the header Bifurcate, or split into two, before exiting out of each side of the machine.
The mildly tuned cc engine is a complex design too, the lubrication system feeding the bottom and top ends of the power plant individually.
A notable feature if the triples is the Ram Air cylinder head, reckoned to aid cooling however this was short lived and was not seen on later Suzuki two strokes despite them being more powerful and supposedly in need of extra cooling assistance.
The GT saw some minor improvements every year of its production; this was never enough to bring it to the forefront of the capacity class. Suzuki effectively ended the run of its two-stroke models by launching its highly popular GS series. In the GT was considered as an old-fashioned bike from the early 70s while its rivals were not. There was nothing wrong with the bike, the engine was nice and its power band was nearly as wide as the rev range, the clutch was easily controlled and the shifts were quick and precise.
The sixth gear was a cruising gear, good for long flat stretches and when the rider needed more power in hands the fifth worked well with not much extra fuel consumption.
It was stable and steered well. The problem was that the GT looked and performed like a touring machine. The GT was discontinued in although models could still be found in dealers as late as The actual engine displacement as introduced in the was cc and stayed this way until the end of production.
However, for the Italian market only, the GT received a displacement increase to cc starting with the model. This enabled Suzuki to get around an Italian government import ban on bikes less than cc and less than kg. Suzuki simply increased the bore of the GT to 55 mm, thus making the engine capacity now cc. Suzuki also made sure that the data plate riveted to the frame showed a weight of kg. The J model suffered from several anomalies not least the front drum brake that proved to be barely adequate, and was replaced with a disc brake the following year.
The fuel tank cap had a lock in it, an unusual feature at the time, as was the rubber lip seals for the spark plugs, keeping moisture from shorting out the system.
The cylinders of the GT were cast as three separate units and each piston was fitted with a not-removable cast-in iron liner while the cylinder head was cast in one piece.The Suzuki GT was a water-cooled three-cylinder two-stroke motorcycle made by Suzuki from to It was the first Japanese motorcycle with a liquid-cooled engine.
It had a five-speed gearbox and three-into-four exhaust. This was a first for any two-stroke from any manufacturer. No other manufacturer was offering dual front disc brakes at this time, so this was quite a marketing coup for Suzuki. The connecting pipe between the exhausts was removed and the exhausts redesigned to improve road clearance. Handling and performance were thus improved.
The GTA model pretty much stayed the course with only minor changes to trim items and the obligatory paint colour change. As with all big two strokes of the late s, the GT was a victim of stricter emission regulations and competition from technical developments of four-stroke motorcycles.
From Wikipedia, the free encyclopedia. Immediate Media Company Ltd. Retrieved 6 October The motor was essentially an existing twin design with an extra cylinder and it was the first Japanese bike to feature liquid engine cooling. With a large and later chromed radiator, the cooling system was responsible for the extra weight, but it did help to increase the engine's longevity. Its smooth yet strong delivery was a hit with consumers.
Society of Automotive Engineers of Japan, Inc. Retrieved 12 September This motorcycle had a water-cooled, 2-stroke, 3-cylinder engine that provided good acceleration over a wide speed range from low to high. Technologies developed for Grand Prix racing were incorporated into the body structure and brakes.
Easily visible meters and other features were also provided. Retrieved Motorcycle Classics. Suzuki motorcycles timeline present.Queueing calculator
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