From Suzuki Wiki
|Also called||Le Mans (in the US & Canada)|
|Production||1971 - 1977|
|Motorcycle engine||739cc Two stroke water cooled three cylinder engine|
|Top speed||110 mph|
|Power (physics)||67bhp @ 6,500rpm|
|Torque||55.7 lb-ft at 5500 rpm|
|Transmission (mechanics)||five-speed gearbox to chain final drive|
|Brakes||200mm drum front 180mm rear|
|Wheelbase||57.5 inches (146 cm)|
|Weight||470 pounds (210 kg)|
|Fuel capacity||3.75 gallons (17 litre)|
The prototype Suzuki GT750 was shown at the 17th Tokyo Motor Show in October 1970 and launched in Japan in September 1971 as a sports tourer (GT standing for Grand Tourismo) and was developed from the Suzuki T500 with an extra cylinder and liquid cooling. Marketed as the Le Mans in the US and Canada, it was nicknamed the "Kettle" in Britain. The GT750 was heavy at 550 lbs, with a 739cc Two stroke three cylinder engine with 70 x 64mm bore and stroke. It had a five-speed gearbox and three into four exhaust. The first model year (1972), the GT750J, had a double sided, twin-leading shoe, 200mm drum front brake with 180mm drum rear. The Exhaust Coupler Tube System (ECTS) that connected the left and right side exhausts together was designed to boost low end torque. Carburettors were 32mm Mikuni slide type and power output was 67bhp at 6,500 rpm. Two colour schemes were offered in most markets with North America getting three. Also included was Suzuki's SRIS (Suzuki Recycle Injection System)which was a method for lowering the visible exhaust smoke by collecting and burning residual oil/gas laying in the bottom of the crank chambers. This was a "first" for ANY two stroke from ANY manufacturer.
In 1973 Suzuki the GT750K was announced with extra chrome plating and two 295mm discs replacing the drum front brake. No other manufacturer was offering dual front disc brakes at this time so this was quite a marketing coup for Suzuki. The paint schemes were revised and reduced to two schemes for all markets. The following year the GT750L gained unitized/rack mounted 40mm Mikuni CV type carburettors, a gear position indicator added to the instrumentation and redesigned side covers along with other detail changes. Paint schemes were again revised but remained at two choices. The connecting pipe between the exhausts was removed and the exhausts redesigned to improve road clearance. The engine was also re-tuned with an increase in power to 70 bhp for the Japanese domestic market starting in January, 1974. The rest of the world received these changes with the introduction of the 1975 Suzuki GT750M with the new silencers without connecting pipes, raised gearing and power output increased by 3 bhp now giving a top speed of 120 mph. Handling and performance were thus improved. The 1976 GT750A model pretty much stayed the course with only minor changes to trim items and the obligatory paint colour change. The final 1977 model GT750B had black side panels regardless of tank colour, updated turn signal indicators/lights and taillight assembly.
As with all big two strokes of the late 1970's, the GT750 was a victim of stricter emission regulations and competition from technical developments of four stroke motorcycles.