Suzuki Motorcycle Timeline
1953 Diamond Free
Released in March 1953, the Diamond Free proved hugely popular, with its double-sprocket wheel mechanism for avoiding power loss. With 2-speed transmission and output of a mere 2ps at 4,000rpm, it had a maximum speed of 60km/h. The displacement was subsequently increased from 60cc to 70cc.
1955 Colleda COX
With its displacement upgraded from 90cc to the standard 125cc, the Colleda COX was equipped with a state of the art steel frame. Its 4-stroke OHV single-cylinder engine had a fly wheel magneto ignition with automatic spark advance, generated 4ps at 5,000rpm. The standard 3-speed transmission yielded a top speed of 75km/h.
1965 T20
Developed as "the fastest 250cc motorcycle in the world", the T20 was aimed at the US market. The T20 featuring Suzuki's first ever tubular steel double cradle frame, the sleeved-aluminIum cylinder engine generated 25ps. It was also the first stock bike with a 6-speed transmission. It was extremely popular in the US market and attracted attention worldwide.
1968 T500
The air-cooled parallel-twin 500cc engine, the largest displacement of any 2-cycle engine at the time, boasted an output of 47ps at 6,500rpm. Top speed was 180km/h. The T500 was the company's flagship machine.
1971 GT750
The 2-stroke 3-cylinder engine, produced 67ps at 6,500rpm. The 3 cylinders fed into 4 mufflers, and a divided exhaust pipe at the centre underneath the engine.
1971 TM400
The TM400 was developed as a production moto crosser to participate in 500cc class motocross races including World GP. Giving priority to the maneuverability of the machine, its engine displacement was lowered to 396cc. In the 1971 World Motocross GP series, Roger De Coster won the championship in the 500cc class riding the RN71 (367cc) factory machine. In total he won 5 world titles of the same class adding 4 more victories in 1972, 73,75 and 76
1972 Hustler 400
The Hustler 400 was released as a street version of the TM400. Its double cradle frame and 2-stroke single cylinder 396cc engine generated 34ps, making it the most powerful machine in its class. A succession of model changes followed.
1974 RE-5
RE-5 was the first Japanese motorcycle with a rotary engine in the world. With a single rotor of 497cc, the engine generated 62ps at 6,500rpm. The cylinder metre housing and tail light were attractive features.
1975 RM125
The RM125 debuted in 1975 to replace the production motocrosser TM. It was introduced as a production version of the works machine RA75 on which Gaston Rahier won the 125cc World Motocross GP championship. The RM125 was a successful forerunner of future RM series line-up extended from 50cc to 500cc.
1976 GS750
The GS750 was the 4-stroke machine released by Suzuki after an interval of 20 years. The newly developed DOHC 4-cylinder engine generated 68ps at 8,500rpm and exhibited smooth throttle response. The GS750 was relatively light at 223kg. Its outstanding dynamic performance made it extremely popular, and the GS series, included the GS400 released at the same time, instantly became the top selling machines.
1978 GS1000E
The flagship model of the GS series, the GS1000E was Suzuki's first 1-litre machine. It was based on the GS750 and featured a 997cc engine generating 87ps at 8,000rpm. The star-shaped cast wheels were also considered stylish.
The GS1000S was a replica machine of the Yoshimura tuned GS1000 ridden by Wes Cooley, which won the 1978 AMA Superbike Championship. Although it shared the basic specifications of the GS1000E, the colouring and bikini cowl were identical to the victorious machine. The GS1000S was applauded for its comfortable riding position, and won popular acclaim as a supersport machine.
1980 GSX750E
With the adoption of Twin Swirl Combustion Chamber (TSCC) structure, along with a DOHC engine upgraded to 4 valves, the GSX750E's dynamic performance of 69ps at 8,500rpm, was enough to overwhelm many of its rivals. Based on feedback obtained from grand prix racing machines, a new Anti Nose Dive Fork (ANDF) system was adopted for the front forks, boosting braking stability at high speed.
1981 GSX 1100S KATANA
This innovative creation by the German designer Hans A. Muth garnered worldwide attention. Drawing on the sharp and combative image of the Japanese katana, samurai sword, the GSX1100S KATANA continues to be adored by its many fans even today, as the machine typifies Suzuki. Thanks to the tuning of its engine, it boasted a power output of 111ps at 8,500rpm - 6ps more than the GSX1100E, based on its model.
1982 XN85
The engine of this machine was based on the GS650G and equipped with a turbocharger. The designation "85" denoted the power output of 85ps, and served to emphasise the fact that this was more than simply a turbo GS650. The XN85 was replete with original technology, including an electronic fuel injector, remote preload adjustment mechanism for the rear suspension and oil jet forcible cooling system that sprayed oil on the back of the piston.
1982 RM250
The RM250 was fully redesigned in 1982, following winning the manufacturers' title in the 250cc World Motocross GP for 2 consecutive years (1980-1981). The liquid-cooled 2-stroke 246cc single-cylinder delivered 43ps which was the highest among the competitive production machines of the time. It featured Suzuki's full floater, link-type rear suspension.
RG-I machines dominated the WGP series in the early 1980s.In keeping with that spirit, Suzuki released the RG250I. This machine saw the adoption of the ALBOX, square aluminium frame, 16-inch tyres and Anti Nose Dive Forks (ANDF) at the front. With an output power of 45ps at 8,500rpm, the engine made the RG250I the most powerful machine in its class. It was the first ever full-blown racer replica.
1985 FALCORUSTYCO
Concept model announced at the Tokyo Motor Show imaging a futuristic machine appearing 10 years later. The most advanced technologies 4-cycle square 4-cylinder 500cc engine, frameless body, front and rear swingarm suspension, centre hub hydraulic power steering, chainless hydraulic drive and pop-up screen cowling were incorporated.
1985 Intruder 750
The unique OHC 4-valve 45 V-shape engine was mounted on a classical frame. The Intruder 750 was renowned for its lavish construction, typified by the cylinder-cooling fan, despite the fact that the engine was entirely liquid-cooled.
1985 RG500I
Suzuki's true replica, the RG500I naturally featured the same square 4-cylinder engine and displacement as the RG racing machines. The crankcase was also based on the RG design, and each machine was equipped with a removable cassette-type transmission.
1985 GSX-R750
The GSX-R750 weighed in at a mere 179kg. Mounted on an aluminium double cradle frame dubbed the MR-ALBOX, the 4-cylinder DOHC engine used the Suzuki Advanced Cooling System (SACS), cooled by forcibly pumping in oil. With tuning by companies such as Yoshimura, the GSXR750 turned in spectacular performances at both domestic and overseas circuits.
1986 GSX-R1100
A monster machine that recorded a top speed of 265km/h - the highest speed of any stock motorcycle in the world at the time. Equipped with the unique oil-cooling Suzuki Advanced Cooling System (SACS), the engine generated astoundingly high power output of 130ps. The combination of the power and lightness, it was dubbed a "super lightweight", led it to be acclaimed as a racing machine that could run on the public road. With a power to weight ratio of 1.5kg/ps, the GSXR1100 could cover 1/4 mile in 10.3 seconds.
1987 NUDA
Concept model with an ultra-advanced mechanism of "full time 2-wheel drive" developed with the accumulated ideas of Suzuki engineering staff. The technologies for creating an excellent drivability were also incorporated boldly in the power steering and swing seat. And high rigidity and weight reduction were realised by the adoption of honeycomb mono cock body made of carbon fibre.
1988 RGV250I/SP
With the change from 2-cylinder in-line engine to 90 V-shaped 2-cylinder engine, the RGV250I acquired the "V" in its name. The RGV250I SP was released to commemorate Kevin Schwantz's victory in the Japanese Grand Prix. Although no changes were made to the engine specifications,in keeping with the "SP" suffix a few alterations were made to the suspension and the single seat.
1990 DR-BIG
With its displacement of 779cc, the air-cooled with SACS (Suzuki Advanced Cooling System), 4- stroke, SOHC, 4-valve engine boasted the world's largest single cylinder at that time. Based on feedback acquired from the Paris-Dakar factory racer DR-Z, its production version dubbed "DR800S BIG" had Suzuki's latest technologies such as SACS and twin-balancer shafts. One piece design of engine shroud, big fuel tank and front fender was distinctive for this big off-roader.
1995 Bandit 1200
The Bandit 1200 was renowned for its dynamic performance - despite being the lightest and most compact machine in its class. Retaining all the qualities of its little brother, the Bandit 600, it was a "Naked Bike" for those wishing to experience the full measure of Suzuki performance. The 16-valve 1156cc air/oil-cooled engine was based on the proven GSX-R1100, mounted on a double-cradle frame.
This is the turning point model of the GSX-R750 with the newly equipped twin-spar frame instead of the double cradle frame. The engine was also completely redesigned employing 3-piece crankcases, chrome-plated cylinder and a side cam chain as well as Suzuki's Ram Air Direct system. Faithfully tracing the GP machine RGV-o, the basic dimensions with shortened wheelbase generated smooth drivability with a surprising dry weight of 179kg.
1997 TL1000S
The TL1000S was the first Suzuki sport bike with V-Twin engine. This was liquid-cooled 2-cylinder DOHC engine with 4 valves per cylinder.
Suzuki engineers made the new GSX-R the lightest, most compact, best handling and the hardest acceleration 600cc 4-cylinder production machine in the world. The GSX-R600 was a street-going racer replica with Grand Prix technology employed in the RG racing machines.
1998 Skywave/Burgman 400
The SKYWAVE/BURGMAN 400 was released in October 1998, 8 months later than its 250cc brother model. Liquid-cooled 385cc SOHC, 4-valve, single-cylinder engine, the largest displacement of any scooter engine at that time, generated 32ps at 7,500rpm. Stainless steel muffler, newly designed seat, rear suspension preload adjustment dial, etc. were added to differentiate itself from its 250cc version. It featured a large storage compartment under the seat enabling it to hold 2 full-face helmets.
1999 SV650/S
The SV650 and the SV650S with a functional half fairing were introduced in 1999. They won great popularity for the exhilarating feel of its acceleration and its stylish design.
The SV650/S featured an innovative robust aluminium alloy truss frame and the state of the art liquid-cooled 90 V-Twin 2-cylinder DOHC 4-valve engine. Due to its rigid and lightweight chassis, the SV650/S offered superb handling.
1999 Hayabusa 1300
The ultimate aerodynamic sport bike, the Hayabusa 1300 was released in 1999. The ultimate 1298cc liquid-cooled DOHC in-line 4-cylinder engine that powered the Hayabusa 1300 represented the epitome of no-compromise engineering. The Hayabusa 1300's most notable features were its aerodynamic design and its superb balance of the engine performance and handling in a wide speed range on the road.
A concept model displayed at the 35th Tokyo Motor Show, and received a big public response. The super charger was installed on the "Hayabusa 1300" engine generating a high torque and acceleration. The IT technologies such as mobile phone and GPS were packed in the powerful and unique body style.
