Suzuki GS450 Motorcycle wallpapers and backgrounds – best suzuki superbike wallpaper

The GS450 was a Suzuki motorcycle produced in the early 1980s.

Model variants include the GS450E, GS450L, GS450S, GS450T, and GS450GA Suzukimatic. The GS450 series was a direct competitor to the Honda CM400 / CM450 series. The GS450A Suzukimatic was only produced for 2 years 1982 and 1983 coinciding with the change of the CM400A Hondamatic up to the CM450A, as a direct response to the GS450A Suzukimatic. Both the Suzukimatic and the Hondamatic ceased production after the 1983 model year suzuki hayabusa, suzuki, suzuki hayabusa wallpaper, Motorcycle wallpapers, suzuki motorcycles

(Motorcycle)Suzuki Katana Motorcycle
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 an all-time high in New Zealand (around 42% market share) due in large part to Suzuki’s race track successes. In 1981 Kiwi Suzuki rider Graeme Crosby had finished fifth in the World 500cc championship and successfully defended his TT Formula One title. The E27 SXZ was fitted with wire-wheels, more powerful GS1100GZ front brakes, Mikuni round-slide oval-bore VM32SS carburettors, larger 33mm bore mufflers (same as fitted to the previous Castrol 6 Hour special the GSX1100T), performance camshafts (thought most likely to be Yoshimura profiles as Pops Yoshimura was building Suzuki Superbikes and TT machines for competition during this period), braided brake lines, and an extra set of bronze sintered clutch plate Motorcycle wallpapers#SuzukiGsxrWallpaper #SuzukiGsxrWallpaper #Hayabusa #SuzukiGsxrWallpaper #SuzukiHayabusa

(Motorcycle)Suzuki RE5 Motorcycle
Carburetion had five separate circuits.[41] Suzuki used peripheral ports for the RE5, as they give better high-speed running but are known to have low-speed issues.[42] This is dealt with by using a two-stage Mikuni carburetor. An 18 mm throat splits into two small peripheral induction tracts.[42] The primary butterfly is directly controlled by one of the five throttle cables, providing smooth low-speed running. A diaphragm controls the secondary carburetor port, and this is activated when a set vacuum is reached in the carburetor circuit. This much larger 32 mm port enters the rotor chamber between and slightly below the two small primary ports. Indirectly involved with carburetion is the unique “port valve”. This small butterfly valve pivots in the rotor housing inside the secondary port and is directly controlled by another of the throttle cables. Without the port valve, the long induction tract of the secondary port would fill with traces of exhaust gasses whenever the secondary valve was closed. This occurs as the tip of the rotor passes the induction port at the end of the exhaust cycle before beginning the induction cycle.[43] If this was allowed to happen, when the secondary throat finally opened the engine would first swallow an induction charge contaminated with exhaust gasses causing a momentary misfire and felt as a dead spot or hesitation in acceleration. The port valve is therefore effectively timed to remain closed whenever the secondary carburetor throat is closed, isolating the induction tract from exhaust gasses. Carburetor tuning involves adjusting cables controlling the primary butterfly and the port valve, among other things, illustrated by Suzuki Service Bulletin Nine.[44] The carburetor also incorporated a fuel pump which was mechanically actuated at 35 degrees of primary butterfly movement (later changed to 28 degrees)[44] to enrich the fuel mixture during acceleration

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