|
| Make and Model |
CC |
Year
From |
Shocks |
Exhausts |
| SUZUKI TS100 |
100 |
1978 |
|
|
|
| SUZUKI GP100/GP125 |
100 |
1982 |
|
|
|
| SUZUKI 125,250,350 MX |
125 |
1971 |
|
|
|
| SUZUKI GT125 |
125 |
1974 |
to 1980
|
|
|
| SUZUKI GS125 ESZ - ESX |
125 |
1982 |
to 1999
|
|
|
| SUZUKI PE175 |
175 |
1979 |
|
|
|
| SUZUKI GT185 |
185 |
1974 |
to 1980
|
|
|
| SUZUKI GT200, GT200X5 |
200 |
1974 |
to 1980
|
|
|
| SUZUKI 250 TM |
250 |
1974 |
|
|
|
| SUZUKI GT250K/L/M/A/B/C, GT250X7 |
250 |
1974 |
|
|
|
| SUZUKI PE250 |
250 |
1979 |
|
|
|
| SUZUKI GS250 T |
250 |
1980 |
to 1984
|
|
|
| SUZUKI GSX250 E / ET |
250 |
1980 |
to 1984
|
|
|
| SUZUKI TS250ER |
250 |
1980 |
|
|
|
| SUZUKI GSX250 EZ |
250 |
1981 |
to 1984
|
|
|
| SUZUKI T350 |
350 |
1973 |
|
|
|
| SUZUKI SP370 |
370 |
1978 |
|
|
|
| SUZUKI GT380 |
380 |
1973 |
to 1979
|
|
|
| SUZUKI GS400B/C/L |
400 |
1977 |
|
|
|
| SUZUKI SP400 |
400 |
1978 |
|
|
|
| SUZUKI GSX400 / S / T / F / E |
400 |
1979 |
|
|
|
| SUZUKI DR400S |
400 |
1980 |
|
|
|
| SUZUKI GN400/LTD |
400 |
1980 |
|
|
|
| SUZUKI GSX400 ET - EX |
400 |
1980 |
to 1985
|
|
|
| SUZUKI PE400 |
400 |
1980 |
|
|
|
| SUZUKI GS425N/EN/LN |
425 |
1979 |
|
|
|
| SUZUKI GS450 LT / XT / EZ / ST / ET / FT |
450 |
1980 |
to 1988
|
|
|
| SUZUKI GT500 |
500 |
1973 |
to 1977
|
|
|
| SUZUKI GS500 |
500 |
1978 |
to 1983
|
|
|
| SUZUKI DR500S |
500 |
1980 |
|
|
|
| SUZUKI GT550 |
550 |
1973 |
to 1977
|
|
|
| SUZUKI GS550 LT , LX , LTD , DB, EC , ET |
550 |
1977 |
to 1986
|
|
|
| SUZUKI GS550 F / L |
550 |
1980 |
|
|
|
| SUZUKI GS550 EX |
550 |
1981 |
to 1982
|
|
|
| SUZUKI GS550 EZ |
550 |
1981 |
to 1982
|
|
|
| SUZUKI GS550 M KATANA |
550 |
1981 |
to 1984
|
|
|
| SUZUKI GS650 GT - GZ |
650 |
1981 |
to 1986
|
|
|
| SUZUKI GS650 GTX - GTZ Shaft |
650 |
1981 |
to 1986
|
|
|
| SUZUKI GS650 KATANA |
650 |
1981 |
|
|
|
| SUZUKI GS650L |
650 |
1981 |
|
|
|
| SUZUKI VS700 |
700 |
1981 |
|
|
|
| SUZUKI GT750 |
750 |
1971 |
to 1977
|
|
|
| SUZUKI GS750 All Models |
750 |
1976 |
|
|
|
| SUZUKI GS750 T / X |
750 |
1979 |
to 1980
|
|
|
| SUZUKI GSX750 E / EF - EX |
750 |
1979 |
to 1982
|
|
|
| SUZUKI GS850 EN / GT / G / GL / GX |
850 |
1979 |
|
|
|
| SUZUKI GS850 GN |
850 |
1979 |
to 1980
|
|
|
| SUZUKI GS1000 S / HC / E / EN |
1000 |
1978 |
|
|
|
| SUZUKI GSX1000 KATANA |
1000 |
1978 |
|
|
|
| SUZUKI GS1000 G (Shaft) |
1000 |
1980 |
to 1983
|
|
|
| SUZUKI GS1000 LT / GLT |
1000 |
1980 |
to 1984
|
|
|
| SUZUKI GSX1100 E / S / ES |
1100 |
1979 |
|
|
|
| SUZUKI GSX1100 ET / X / ESD / EZ |
1100 |
1980 |
to 1985
|
|
|
| SUZUKI GSX1100 KATANA SD - SZ |
1100 |
1980 |
to 1987
|
|
|
|
In 1909, Michio Suzuki founded the Suzuki Loom Company in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. Suzuki's only desire was to build better, more user-friendly looms. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. For the first 30 years of the company's existence, its focus was on the development and production of these exceptionally complex machines.
Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. 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. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower (9.7 kW) from a displacement of less than 800cc.
With the onset of World War II, production plans for Suzuki's 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. Suzuki's 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 colossal challenge, Suzuki's thoughts went back to 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. Suzuki's first two-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorbike engineering, and so was born Suzuki Motor Corporation.
In 1953, Suzuki scored the first of countless racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb. |
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