Suzuki Classic Motorcycles

The A series Suzuki's enjoyed a lengthy production run and were responsible for introducing large numbers of youngsters to the freedom and enjoyment offered by motorcycles. In recent years the surge in interest in sports mopeds has seen a steady rise in the values of machines of this type. This rare example of the Suzuki AS50 49cc sports moped, equipped with a high level exhaust system and sports saddle has benefited from a high quality restoration in the past.

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The Suzuki K10 ultra lightweight motorcycle offered riders a machine endowed with performance that belied its 80cc capacity and many of the refinements which had previously been the reserve of considerably larger models.

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118cc.

Suzuki B120 gallery

125cc. Suzuki Stinger road review

Suzuki T125 Stinger Gallery

Suzuki RG125 gallery

• Air cooled, four stroke, single cylinder, SOHC
• 6 speed
• 102kg
• Drum brakes

• Air cooled, four stroke, single cylinder, SOHC, 4 valves
• 62mph
• 81mpg
• 95kg
• 5 speed
• 10bhp @ 9500rpm

• Air cooled, two stroke, single cylinder
• 6 speed
• Drum brakes
• 104kg

Suzuki PE175 Gallery

• Air cooled, two stroke, single cylinder
• 21bhp @ 7500rpm
• 129kg

• Air cooled, four stroke, single cylinder, OHC
• 29bhp @ 8500rpm
• 118kg

• Liquid cooled, two stroke, single cylinder
• 20bhp @ 9000rpm
• 111kg
• 6 speed

• Air cooled, four stroke, single cylinder, OHC, 2 valves per cylinder.
• 105kg
• 5 speed

Suzuki's little Four is a technical marvel of sorts. The four-stroke, double-cam, liquid-cooled, 249cc mini-motor has 44mm pistons traveling through a 41mm stroke. Just how big is a 44mm piston? Three of them could fit into a Honda XL600 cylinder without touching each other or the cylinder wall. But even engineers hell-bent for miniaturization couldn't bring themselves to put four itsy-bitsy valves in a space well under two inches in diameter, so the GSX makes do with two valves per cylinder.

Suzuki GS250 Gallery

• Air cooled, four stroke, single cylinder, SOHC
• 5 speed
• 17bhp @ 7800rpm
• 119kg
• Drum brakes

• Air cooled, two stroke, twin cylinder
• 27bhp @ 8000rpm
• 6 speed
• Drum brakes
• 148kg

Suzuki T250 Gallery

• Air cooled, two stroke, single cylinder
• 6 speed
• Drum brakes
• 108kg

250cc enduro with a 5 speed transmission.

Suzuki TS250 Gallery

Suzuki T20 gallery

The Camp Suzuki's were built to provide economical new race bikes for club racers and they gave many racers an affordable route into circuit racing.

Vic Camp Suzuki Gallery

Water cooled Two Stroke. The bike is in Walter Wolf Racing livery and the Instuments are original Walter Wolf.

Suzuki RG250 gallery

Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.

Suzuki GF250 gallery

• Air cooled, four stroke, single cylinder, SOHC, 4 valve per cylinder
• 22bhp @ 8000rpm
• 5 speed
• 129kg

Suzuki GN250 Gallery

1971 Suzuki T350 road test

Suzuki T350 Gallery

Suzuki GSX400 gallery

Model GK71F

Suzuki GSXR400 Gallery

Air cooled, four stroke, parallel twin cylinder, DOHC, 2 valves per cylinder.

Suzuki GS450 gallery

Suzuki had introduced the first of the factory RG500's typed the XR14, for the 1974 season. The engine was configured as a square four with a bore and stroke of 56mm x 50.5mm per cylinder and apart from a change in bore and stroke for 1976 would adhere to the general layout until it was replaced with a vee four for the 1988 season. Interestingly each cylinder was essentially a 125cc single in its own right with an independent crank and removable head and barrel. The four crankshafts were geared to a central gear. Disc valve induction and five transfer ports were used. Early variants were equipped with a steel frame and twin rear shock absorbers, the latter being replaced by a monoshock system with the introduction of the XR22 in 1978 and the steel frame giving way to an alloy item during 1982.

The new model showed promise over the course of the next two seasons securing fifth and fourth place finishes in the 1974 and '75 World Championships despite the various teething troubles that one would expect from a new design. With the change in engine dimensions to 54mm x 54mm for the 1976 season came the first of two back to back World Championships for Barry Sheene. The following three seasons were dominated by Kenny Roberts and Yamaha, then in 1981 Marco Lucchinelli confounded the pundits taking the World Championship closely followed by the young American rider, Randy Mamola. Franco Uncini joined the Gallina Suzuki team for the following season taking the World Championship with 103 points. Mamola was Suzuki's only other placing that year securing sixth in the standings riding for the HB Suzuki team.

More Suzuki XR45 info

• Engine - NSU- Wankel rotary, liquid cooled
• Displacement - 497 cc
  Horsepower - 62 hpl @ 6,500
• Torque - 54.9ft lbl3,-500 rpm
• Carburetor - Mikuni, 18-32 HHD
• Compression Ratio - 9.4:1
• Starter System - Electric and kick
• Transmission - 5-speed, constant mesh
• Fuel Tank Capacity - 4.5 gal
• Height - 46.1 in
• Wheel Base - 59.1 in
• Dry Weight - 507 lbs

Suzuki RE5 Gallery

• Air cooled, four stroke, single cylinder, SOHC
• 36bhp @ 6500rpm
• 5 speed
• Drum brakes
• 139kg

• Air cooled, four stroke, single cylinder, SOHC, 4 valves per cylinder
• 128kg
• Drum brakes
• 5 speed
• 36bhp @ 6500rpm

572cc, 61bhp.

Suzuki GSX550 gallery

2-stroke triple cylinder.

Suzuki GT550 gallery

• Air cooled, four stroke, single cylinder, SOHC, 4 valves per cylinder
• 38bhp @ 6900rpm
• 5 speed
• 136kg

One of 1153 produced between 1983-86. 673cc, 85 BHP (XN85).

Suzuki XN85 road test

748cc, 100 Bhp. GSX-R750 history.

Suzuki GSXR750 gallery

78 Bhp. More Suzuki GS850 info..

Suzuki GS850 gallery

The Katana range established a tradition of converting concept bikes into reality that continues to this day with the recent introduction of the B King and the suggestion that the Stratosphere six will emerge as a production bike.

By the late seventies Suzuki's GS1000 was being pushed in the market place by revised models form Kawasaki and Honda. Suzuki's answer, given that the machines engine and handling were still among the best in its class was to adopt a radical styling concept. The new model incorporated a top half fairing that was integrated into the overall styling of the flowing bodywork. Mechanically the engine and transmission remained little changed from the GS1000 and were housed in a conventional tubular steel cradle frame with pivoted fork suspension. The front forks were equipped with an anti dive system.

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Launched at the Paris show in 1977, the GS1000 was Suzuki's first stab at the big-bore musclebike market. In 1979 the company released a sporting version called the GS1000S, complete with a bikini fairing and two-tone red/white paint job (also available in blue/white).

At the heart of the 238kg beast is an air-cooled, 16-valve inline four, producing around 85bhp and 58ftlb of torque. The engine, which is a stroked version of the GS750, sits in a tubular steel cradle frame.

Suzuki GS1000 gallery

This factory machine took Suzuki GB rider Rob McElnea to two TT victories, the first in the 1983 Senior Classic and the following year in the 1984 Premier Classic setting a race record of 116.122 mph and a fastest lap of 117.17 mph, making the 24 year old the fastest ever TT winner at the time. Knowing that he had a Grand Prix ride for the following season the 1984 TT also marked his retirement from TT competition. At the time of its success on the Island the machine was running with a 998cc displacement (the F1 regulations of the time allowing up to 1000cc) for the oil cooled twin cam engine.

The fact that the ground breaking GSXR 750 announced in 1985 was oil cooled is not coincidental, the machine offered here together with its sister works bikes and those that competed in the Endurance Championship were essentially prototypes for the forthcoming sports bike. Power was transmitted via a six speed gearbox and the engine unit was housed in an aluminium frame. The Dymag wheels were fitted with Suzuki brakes. The machine was campaigned during 1985 by both Mick Grant and Graeme Macgregor, by which time it had been reduced in capacity to 750cc in accordance with the revised regulations that came into effect from that year onwards. We are advised that it would not be difficult to return it to its pre 1985 998cc capacity if desired.

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Suzuki GSX1100 gallery

Suzuki GSXR1100 gallery