The Lt’s Show – 23rd Feb 20

Lt February 23, 2020

Bikers news interviews and reviews with Biker centric music

 

The team shared these pictures for the Lt show and they generated a lot of interest and interaction on the Facebook page

which one do you like ?

 

 

Suzuki GT250 model history
1971—1983

Suzuki GT250 was an upgraded version of the T250. In fact, the very first models (released in Japan) were exactly the same bike, only the model name was different. When the model was presented in the rest of the world, the additional ”G” in front of the T250 model name was to show that the model has been modernized with a disc brake at the front and with a new Ram Air cylinder head.

If we take a closer look at Suzuki’s 250 models before the T250, we will find out that the T20 Super Six (X6 Hustler in the USA) had very much in common with both the T250 and GT250. Many parts from the sixties’ T20 (and even the T10 from the early sixties) will fit to them.

When the GT250 model came (1971 in Japan, 1973 in Europe), it was still, despite of its roots from the sixties, a very competetive machine. It was as large as many 400 models and even performed like one, or better. In many countries, among them the Great Britain, it was the best selling motorcycle until the mid-seventies. Unfortunately, the enviroment rules that came along in the seventies made it harder to make any significant impovements to the two-strokers and a developement of four-stoke engines became the main concerne of Suzuki’s engineers.

Already the 1965 T20 had a 30 hp two-stroke engine, automatic oiling, six-speed gearbox, rev counter and a twin leading shoe brake at the front — very hot stuff for the era but not as revolutionary at the seventies. The T20 was ahead of its time, but the GT250, that used the same technics, was outclassed by a number of its contemporaries already in the late seventies.

The T250 had a slightly more powerful engine than the GT250. The environment and noise regulations of the early seventies forced Suzuki to redesign the exhausts, somewhat poorer performance as a result.

Just a quick bit of info on the differences that between the Ram Air J-K-L-M (1973—1975) models and the later A-B-C (1976—1978) variants: Ram Air motors are quite closeley related to earlier T250’s and share the three main bearing crankshaft arrangement, and the carbs are bolted directly to the barrels. A-B-C variants have a revised crankshaft using four main bearings and different lubrication arrangements, also the barrels are different in construction using different stud spacing, and rubber inlet stubs which mount the carbs.

The majority of failings with this machine are the effects of age upon the bodywork and metal, rather than mechanical woes. The attempts by the Suzuki design team at making a lightweight racer on the road does show many years on, the flimsy metalwork giving in to the corrosion and rust. The petrol tank can and will fail, either from the inside out or outside in, particularly around the seams of the lower edges, requiring the application of internal sealant. Cosmetically the X7 doesn’t wear well, the seat soon gives up the ghost and tears along the indents that make up the pattern which then allows the moisture in and under the foam soon turning the metal base plate into rust.

 

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