In 2014, Suzuki was thought to be the ninth biggest automaker by production worldwide. In addition, motorcycle is the third largest in the sales volume, outboard motor. In 1909, Michio Suzuki founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, business boomed as Suzuki built weaving looms for Japans giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, the companys first 30 years focused on the development and production of these machines. Despite the success of his looms, Suzuki believed that his company would benefit from diversification, based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars and these first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It had a cast aluminum crankcase and gearbox and generated 13 horsepower from a displacement of less than 800cc, with the onset of World War II, production plans for Suzukis new vehicles were halted when the government declared civilian passenger cars a non-essential commodity.
At the conclusion of the war, Suzuki went back to producing looms, Loom production was given a boost when the U. S. government approved the shipping of cotton to Japan. Suzukis fortunes brightened as orders began to increase from domestic textile manufacturers, but the joy was short-lived as the cotton market collapsed in 1951. Faced with this challenge, Suzuki returned to the production of motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation, a number of firms began offering clip-on gas-powered engines that could be attached to the typical bicycle. Suzukis first two-wheeled vehicle was a bicycle fitted with a motor called, designed to be inexpensive and simple to build and maintain, the 1952 Power Free had a 36 cc, one horsepower, two-stroke engine. The new double-sprocket gear system enabled the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals, the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering.
By 1954, Suzuki was producing 6,000 motorcycles per month and had changed its name to Suzuki Motor Co. Ltd. Following the success of its first motorcycles, Suzuki created a more successful automobile. The Suzulight sold with front-wheel drive, four-wheel independent suspension and rack-and-pinion steering, Volkswagen held a 19. 9% non-controlling shareholding in Suzuki between 2009 and 2015. An international arbitration court ordered Volkswagen to sell the back to Suzuki. Suzuki paid $3. 8bn to complete the stock buy-back in September 2015, Michio Suzuki was intent on making better, more user-friendly looms and, for 30 years his focus was on the development of these machines
Suzuki GSX series
The GSX Series is Suzukis range of sport touring motorcycles powered by four-valve per cylinder four-stroke engines. The first GSX models were introduced in 1980 and represented the step in Suzukis four-stroke road bike range after the two-valve GS Series. In North America though, the Suzuki four-valve and two-valve four-stroke road bikes were both designated as Suzuki GS motorcycles, the two-valve GS Series was Suzukis first real foray into four-stroke motorcycles. Although Suzuki produced 90cc and 123cc four-stroke single cylinder road bikes under the brand Colleda in the mid-1950s, Suzukis range of road going motorcycles was almost entirely two-stroke in the mid-1970s. The sophisticated Suzuki GT series and the flagship 750cc water-cooled, posi-lube lubricated, the GS750 introduced in 1976, along with the parallel-twin GS400, was Suzukis first large multi-cylinder four-stroke motorcycle. The GS was Suzukis version of what was and is referred to as a Universal Japanese Motorcycle and this was to encourage controlled swirl of the incoming fuel-air charge in order to increase the fuel burn speed through better flame front propagation.
Apart from the heads the GS/GSX engines were of a common design, the current range of bikes by that name are completely different designs that use derivatives of former super sports engines from the early-to-middle GSX-R series. Among the earliest GSX models were the two-cylinder GSX250 and the GSX400 and these Suzuki GSX models were the evolution of the GS series of two-valve-per-cylinder air and oil-cooled four-stroke motorcycles. The first four-valve engines were produced for the 1980 model year and these GSX engines were based on Suzukis TSCC engine design, and shared little with previous two-valve models. In 1999, only for the Asian market, the sport-touring Thunder GS250 emerged, subsequently, to be given the designation GSX in 2001. By 2005, that was completely discontinued. The Suzuki Katana, which had the same TSCC engine design but, that had little in common with the more modern GSX-F Katanas which are, like the previously mentioned Thunder, sport-touring bikes. The TSCC engine was again redesigned in 1983 with the introduction of a completely new GSX750.
Although this bike received solid reviews from testing magazines, its release was a duel against Hondas all-new V4 engine in the form of the VF750 Interceptor. The 1983 GSX 750ES had air-adjustable anti-dive forks and compression-adjustable rear mono-shock, the bike disappeared from dealers in 1984, to be replaced with the GS700 - a bike with a de-stroked engine and minor cosmetic differences. Minor tweaks included taller pistons and slightly differing cam lift and timing and these included increased tariffs imposed by the US government on all imported motorcycles displacing more than 700cc. It was available as the naked GS 700E and as the GS 700ES with bikini fairing, the GSX 750E lived on for a few more years abroad, but was eventually superseded by the GSX-F series Katanas. The GSX-S Katanas were dropped from Suzukis regular lineup, replaced by the GSX-R series, the GSX1100 lived on with significant styling changes for the 1984 model year, including a full-faired 124 bhp monster of a musclebike, the GSX 1100EFE
The Suzuki FXR150 is a sport bike made in Malaysia by Lion Suzuki Motor. It is powered by a four-valve, DOHC four-stroke 147 cc single-cylinder engine, Lion Suzuki Motor produces the motorcycle with 75% local content. It replaced the larger in size two-stroke Suzuki RG150/RGV150. It features a digital dash which displayed fuel, RPM, speed. The frame is made of box cut steel and had a rear swingarm. It has a mono shock on the rear with a single disc brake. The front suspension is a telescopic fork with a single disc brake. The wheels are five-spoke Enkei mag type wheels, the engine has a six-speed close-ratio gearbox with both kick-start and electric start systems. The engine features an oil cooler to aid cooling. It features the TWIRL system at the combustion chamber
The Suzuki Katana is a sport motorcycle designed in 1979–1980 by Target Design of Germany for Suzuki. The Katanas design started when Suzuki hired Hans Muth, ex-chief of styling for BMW, the three-man Target Design team consisted of Muth, Jan Fellstrom and Hans-Georg Kasten. Kasten was still with Target Design as of 2003, the design worked through several variations, with the public being allowed to see the ED1 and ED2 versions. This original design was a 650 cc model called the ED-1, the design incorporated favorable aerodynamics, with a special emphasis placed on high-speed stability, and was repeatedly wind-tunnel tested in Italy. The same generalized design forms had already been used early in 1979 for a one-off MV Agusta from the design team. Targets design philosophy - keeping components compact and close-fitting - was applied to all areas of the design to reduce production costs, weight. Examples include the overlapping dials on the instrument cluster, and the petrol filler which allowed for a clean continuous seam weld on the tank.
So radical was the departure from previous mass-market cycles that most major motorcycle magazines of the era thought the design would not appeal to the masses. Nevertheless, it was a success, and the motorcycle had a lasting impact on motorcycle design. Portions of the design ethos are still visible in many current sport motorcycles, in 1980 at Intermot, the Cologne motor show, came the ED-2, an 1,100 cc version based on the Suzuki GS1100. Several variants of the 1982 Katana 1100SZ were produced by Suzuki to support racing, the GSX1000SZ had frame serial numbers beginning with GS10X-500001~, and were fitted by the factory with a performance inlet camshaft paired with the same exhaust camshaft as the standard GSX1100SZ. The 1000SZ sported round-slide VM32SS Mikuni carburetors and were fitted with optional wire-wheels which were lighter. The GSX1100SXZ Wire-Wheeler was an even rarer factory-built, and peculiarly southern hemisphere variant of the standard Katana 1100SZ, faced with the single-seat Honda CB1100R, which on paper looked likely to be the dominant machine in the upcoming local production racing series.
The New Zealand Suzuki distributor at the time asked Suzuki for a new upgraded machine to beat the Honda, Suzuki Japan responded by building 20 units of the New Zealand E27 spec GSX1100SXZ. During this period Suzuki sales were at a high in New Zealand due in large part to Suzukis race track successes. In 1981 Kiwi Suzuki rider Graeme Crosby had finished fifth in the World 500cc championship, the GSX1100SXZ was crowned the overall 1981/1982 NZ National Production Champion, but failed to win the 1981 Castrol 6-Hour, Suzukis only Castrol 6-Hour loss for 5 years. 25 more units of the same E27 spec SXZ machines were built by Suzuki, Australia received its own E24 SXZ which were fitted with wire-wheels. However, the Australian E24 SXZ were NOT fitted with any of the performance parts as per the New Zealand
The Yamaha XS750 and Yamaha XS850 was a line of inline three engine motorcycles produced by the Yamaha Motor Corporation from 1976 to 1981 for the worldwide motorcycle market. The last model year of manufacturing was 1981, released in Japan in 1976 as the GX750 sporting wire wheels the XS750 became the name for the export model. These motorcycles are usually referred to as Triples because they have 3 cylinders, the first 4 model years the bike displaced 750cc. This was increased to 826cc for the final 2 model years but was referred to as an 850, there were various changes made to the model over the years. Very few of these seem to have been made and even fewer survived. The cast wheels were in a finish and the decals were in a distinctive stripe design on the tank. This bike had a 3-1 exhaust system, and Mikuni “Mark I” carburetors, the air box assembly was different from years. The air filter could be changed by opening the seat and this model had triple contact breaker points making timing adjustment complex.
Also featured was a regulator and rectifier. The seat has a short tail piece this year and this bike received rave reviews in Cycle World, who called it a Bargain BMW and rated it one of their top 10 bikes in the world in 1976. A number of made it out to export markets in late 1976. This bike was pretty much the “C” with a paint job, the tank now sports the familiar piping around the contours picking out the detail. Problems with reliability led to a release in 1977. A particular problem was with 2nd gear and this had a habit of dropping into neutral under load. Canny riders would short-shift from 1st to 3rd gear, the engine had enough torque to support this technique, the Yamaha fix tended to be temporary, so not worth doing. The D had the tail piece as the C and early GX750. Released to return confidence to the model with some modifications to the “D” model, the bike now had 3 into 2 exhaust system with silencers on both sides of the bike, and improvements made to the engine to improve reliability.
This bike has a different seat from the C and D, the tail piece is longer and doesnt fit the early seats
The Suzuki TU250 — marketed as the TU250X, ST250 and ST250 E-Type — is a single-cylinder, air-cooled motorcycle launched by Suzuki in 1994 as a lightweight street bike. The TU has an overhead cam, four-stroke engine with chain-drive. Now in its generation, the TU250 is manufactured at Suzukis ISO14001 certified assembly plant in Toyokawa and has been marketed in Asia, Oceania. The first generation TU was introduced to the Japanese domestic market in 1994 in both 125cc or 249cc models, variations of the bike marketed in the JDM and other regions include the VanVan, Grasstracker Bigboy and Volty. Confusingly, the first generation TU250, marketed in Asia as the Volty, was marketed in Europe from 1997-2003 — as the TU250X Volty and its performance and equipment make it optimally suited for casual, daily rides. The bike was introduced to Australia in 2011 as the TU250X, in the United States, the TU does not meet California emissions requirements and has remained a 49-state model. The air-cooled engine has a gear-driven counterbalancer as well as a proprietary cylinder wall plating similar to a Nikasil coating, valves are adjustable via screw and locknut type clearance adjusters.
The engine features an oil sump sight glass, enabling visual oil checks, cheng Shin tube-type tires are fitted as standard equipment — 90/90-18 front and 110/90-18 rear. Drive is via a 108 link, DID520V chain, instrumentation includes an analog speedometer with trip odometer and indicator lights for turn signal, high beam and fuel injection status — as well as a low fuel warning and neutral light. The bike has a 148 kg curb weight, rake of 25°55, trail of 3.62 —, reviewing the bike for its 2009 U. S. In late 2014, The TU250X placed fifth in a five bike comparison by Motorcycle. com, against the Yamaha SR400, Suzuki GW250, Royal Enfield Continental GT, and Honda CB300F. The reviewer noted the TUs engine developed 14.8 hp @ 7300rpm with 11.5 lb-ft of torque, the reviewer said the elegantly styled retro bike is overwhelmingly competent in many areas. Four of the five testers gave it favorable reviews, adding “it does everything it’s meant to do – turn, accelerate – with unquestionable proficiency.
For the novice, especially one who is slight in stature, the TU is simply the best bike on which to learn how to ride a motorcycle. ”Suzuki USA, TU250X site Suzuki Japan, ST250, ST250 E-Type site Suzuki Australia, TU250X
The Suzuki SV1000 and the half-faired SV1000S are naked bike motorcycles made by Suzuki since 2003. The SV1000 is the big brother to the popular 650 cc SV650 motorcycle, the SV1000 shares many common parts with the SV650, including all bodywork, but the main frame, handlebars and forks are different. The front forks and brakes are sourced from the earlier GSX-R600, the SV1000 owes some of its heritage to the TL1000S, from which it inherited its engine which was tuned for more mid-range and slightly reduced top-end power. Unlike the SuperHawk, which had, large 48 mm carburettors, in 2004, the ergonomics were revised, with lower pegs and a slightly lower seat height, matching the 2003 N model. The compression was increased slightly in the 2005 and 2006 models, the original SV1000 design has gone through two updates since its original release, The K4 model - Includes a lowering of the rear-end, and a new selection of colours. Suzuki decal on the changes to Suzuki logo. The K5 model - Black frame, black wheels, shorter airbox trumpet, larger bodies.
In some markets, Suzuki carries the SZ version with full fairing, the K6 model - New selection of colours. Neither 1000-engined bike sold well, even though the similar 650 cc displacement bikes are award winners, the Suzuki SV1000 was clocked by Sport Rider doing a quarter-mile at 11 seconds flat at 122 mph. Suzuki DL650 VStrom Suzuki DL1000 VStrom Suzukis US SV1000S site Suzuki UK SV1000S site
Suzuki Advanced Cooling System
The Suzuki Advanced Cooling System was developed by Suzuki engineer Etsuo Yokouchi in the early 1980s. The system was used extensively on GSXR model bikes from 1985 through 1992, Suzuki continued to use the system in its GSF and GSX lines until the 2006 model-year and DR650 from 1990 to present. Engines using the SACS system were generally regarded as being very durable, while addressing reliability issues in Suzukis only turbo charged bike, the XN85, the SACS system was first conceived by Mr. Estuo Yokouchi, who looked to World War II–era aircraft for inspiration. Like air-cooled motorcycles, radial engines used in early aircraft suffered from heat. To overcome these problems, aircraft often used oil jets aimed at the bottom of an engines pistons to carry away excess heat. Following their example, Yokouchi decided to apply the approach to motorcycles, the SACS system was applied to the bikes design and was eventually carried over to all larger GSXRs. The final GSX-R SACS engine appeared on the Suzuki GSX-R1100 in 1992, the SACS system uses high volumes of engine oil aimed at strategic points of the engine, like the top of the combustion chamber, which are not typically well served by air cooling alone