Suzuki CS Motorcycle background – new hd suzuki motorcycles wallpaper

Unusually, for this class of vehicle, all versions were equipped with a very reliable fully automatic three-speed gearbox, with the primary method of drive being a chain. The CS50 and CS80 are virtually mechanically identical, the main differences being a two-person seat, larger brakes (foot operated on rear) and larger headlight on CS80. The CS125 is almost entirely different and shares very few interchangeable parts.

The CS50 was available with kick-start only (6 volt electrics), and electric start and kick start (12 volt electrics) suzuki motorcycles, suzuki motorcycles, suzuki hayabusa, Motorcycle wallpapers, suzuki wallpaper

(Motorcycle)Suzuki RE5 Motorcycle
The rotary engine places severe thermal stresses on its cases, as two sides of rotor are constantly exposed to high ignition and exhaust temperatures, while the third side inducts cool fuel/air mixture. To cope with this, and probably capitalizing on their previous experience with water cooling, Suzuki opted for a liquid-cooled engine using two separate systems. Oil is used to lubricate and cool the internals of the rotor and water-cooled the external jacketing. Oil is fed from an engine sump by a trochoid pump at around 100 psi (690 kPa). The oil is then circulated through an oil cooler mounted across the frame and below the radiator. A pressure regulator also acts as a bypass in case of a blockage in the cooler. A centrifugal pump sends coolant around the external rotor jacketing but via an intricate path in an attempt to even out the massive thermal stresses. Liquid enters at the point of highest temperatures (ignition), passing from the right side to the left, and then makes a 180? turn, returning to the right side and passing near the exhaust port. Most of the coolant is then routed to the very large radiator that sits across the frame in front of the bike. Some of the coolant that was not directed to the radiator is now sent around the inlet port and the left side housing. Its passage is once again reversed before flowing to the radiator.[45] The water cooling is thermostatically controlled, and a shrouded fan on the right side of the radiator takes care of excessive temperatures, switching on at 106 ?C (223 ?F) and cutting when the temperature falls below 100 ?C (212 ?F Motorcycle wallpapers#SuzukiBike #SuzukiGsxr #Suzuki #SuzukiHayabusa #SuzukiHayabusa

(Motorcycle)Suzuki RE5 Motorcycle
Although the RE5 was less powerful than the contemporary Suzuki GT750, the engine had excellent torque, and was generally smooth, but it exhibited “grinding vibration” at around 4,000 rpm. Average fuel consumption was 37 mpg-imp (7.6 L/100 km; 31 mpg-US), varying between 28.6 mpg-imp (9.9 L/100 km; 23.8 mpg-US) and 43.3 mpg-imp (6.52 L/100 km; 36.1 mpg-US).

The complex B-point system (explained below) gave smooth running on overrun and some engine braking. Suzuki stopped fitting the B points to the 1976 “A” model,[31] and allegedly had dealers disconnect the system on remaining “M” models. The bikes sometimes exhibited a dead spot or hesitation during acceleration as the carburetor transitioned from primary to secondary throat.[32] This was due to poor synchronization between the positions of the primary, port and the secondary carburetor throat valves. Some evidence links this to jetting,[32] giving an excessively lean primary mixture



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