WW«History m Of ^ByCDBohon % • ** In 1978 The Company Will Sell One Million Worldwide uzuki is the other Japanese Suzuki appeared to be off to a peace and quiet. Perhaps there he manufacturer good start in the civilian motor vehi­ remembered how delighted his moth­ S named after its founder. It’s cle field, but then Japan’s militarist er had been when that first loom he also the oldest, with roots burrowing government stepped in and informed made had worked so much better back to 1909, when Michio Suzuki, Suzuki civilian autos and motorcycles than the one she and his father had son of a cotton farmer, after seven were “non-essential commodities” worked so hard to buy. It was on one years’ apprenticeship launched him­ and could not be produced. Instead of these fishing trips, perhaps when self at the age of 22 into the cotton the government suggested Suzuki Michio was passed once too often by loom manufacturing business. His turn its attention to munitions manu­ one of those smokey motor-bicycles “factory” was an old silk-worm facturing. It did. From the late Thir­ like this fellow, —what’s his raising hut his father gave him. ties until the end of WWII in 1945. name?——was turning out, Michio designed and built his first After the war, in a wildly uncertain which were equipped with light en­ loom in four days from scraps of iron economic climate, Suzuki built any­ gines driving the rear wheel by some and wood he promoted in the local thing it could—farm implements, elec­ Rube Goldberg arrangement of pul­ neighborhood. His first customer was tric heaters, pliers, window-raising leys and belts, that Suzuki decided his mother. springs, drum covers—to keep the his company ought to get back once Grinding-off the footpegs of a thousands of workers on its payroll more into the motor industry and GS1000 as you navigate a favorite bit working. The company got back into make it a little easier for a fellow to of pavement and meditate on how the loom making business, too, and go fishing. the convolutions of history have looked like it was on its way to a After looking at some of the ghast­ brought you to the present moment, smooth economic recovery. But Ja­ ly efforts other Japanese makers you may not think young Michio’s pan in those days was teetering on were selling, Michio decided that the sally into the weaving business has the edge of revolution and Suzuki, Suzuki motorbike would have its en­ much to do with motorcycles. But it representing as it did to many, the gine placed in the center of the ma­ does. For Michio built-up his hut- bad old days and ways of the milita­ chine (most makers mounted the mo­ works to be one of Japan’s largest rist Thirties (which Suzuki certainly tor to the rear of the frame, often and most innovative loom makers, did not profit from) was crushed by above or to the side of the rear with major export contracts through­ an ugly-tempered six-month strike wheel; some mounted it above the out Southeast Asia and even as far that crippled its production. front wheel). It would also use the away as India. And by 1937 Michio Michio Suzuki, now 63 years old, bicycle’s chain to transfer power and his son-in-law, Shunzo, (who, perhaps preoccupied by the way from the engine to the rear wheel. following a Japanese custom, he had street rabble-rousers targeted his Suzuki didn’t bother buying-up old adopted so he could have a male company as an example of capitalist war-surplus engines, or buying unijs heir), had decided to build cars and ogrery, pedalled-off frequently to his from other manufacturers, but in­ motorcycles. A prototype motorcycle favorite fishing hole to find some stead set-about designing its own engine was built that year, but, un­ fortunately, the details of its con­ struction have been lost. The first Suzuki automobile, however, was, we know, an open touring car based on the Austin. The engine was a Suzuki designed 750cc four- side-valv- er, water-cooled, with 13 horsepower on tap at 3500 rpm—really not bad for that era. It was coupled to a four- speed constant mesh helical-gear . Gearbox and crank­ cases were cast aluminum.

The Colleda series was the first Suzuki effort that looked like a real motor­ cycle. The name means “This is the Michio Suzuki founded his company Shunzo Suzuki’s bicycle ride to a fish­ one!’’ and was coined in 1954. to produce cloth looms back in 1909. ing hole inspired the first motorcycle. MOTORCYCLIST/OCTOBER 1978 1 9 PHOTOGRAPHY: N, NAGAOKI. K. NUMAZAKI. COURTESY SUZUKI MOTOR CO. of its entry into the motorbike field, unit three-speed transmission to Suzuki was building 6000 machines a power the new machine. Suzuki engi­ month—or so it claimed. But early neers paid particular attention to the Suzuki production claims by manufacturers details of easy maintenance and reli­ don’t always jibe with figures official­ ability, incorporating a reverse fly­ ly recorded with the Ministry of Com­ wheel magneto behind the points for History merce and Industry. The probable easy ignition timing and service. An reason for this is that Suzuki Jidosha oil filter was standard. The Colleda Kogyo (Suzuki Automotive Indus­ was one of the few Japanese bikes tries), as the motorbike division of of that era to have an automatic motor. Every part for the 36cc two- Suzuki soon came to be called, sup­ advance. It was the first Japanese stroke engine was built by Suzuki: plied its motors to a number of motorcycle to come equipped with a the oil seal for the was motor-bicycle makers who then in­ speedometer. Tailoring its product to handmade from leather, the flywheel cluded Suzuki-produced motors into satisfy two markets, Suzuki made the magneto and the high-voltage coil their manufacturing statistics. A sin­ Colleda available with either a heavy, were handmade from scratch. Even gle producer of motor-bicycles might but strong, channel frame, or a light the was fabricated by Su­ make a few engines itself, use Suzuki “sporty” tube frame. For both ver­ zuki workers. as its principle supplier, and when sions springing was telescopic/ The company had high hopes for demand was strong enough also buy plunger. its new product, but the first ma­ engines from , Shin Mei- The Colleda four-stroke was rea­ chines, marketed in 1952 called wa or maybe Honda. Transmissions sonably successful, but SJK was not “Power Free” to indicate you didn’t for some of the machines might entirely satisfied with it. The compa­ need to pedal this bicycle, were di­ come from Kawasaki. So all of these ny’s engineers felt a two-stroke mo­ sasters. The leather crankshaft oil early production statistics have to be tor could be designed that would be seal didn’t seal at all, the flywheel taken with a grain of salt. just as reliable, develop more power ran out of control and turned on its Suzuki—now commonly known by and be cheaper to manufacture. own momentum, and the carburetor its initials, SJK—did not build its own From this belief came the Colleda float didn’t float and gasoline complete motorcycle until May, 1954, ST, Suzuki’s first “modern” two- flooded-out and sprayed all over ev­ when the Colleda (Japanese for stroke, a very pretty, very CZ-ish erything. Eventually the problems “This is the one!’’) CO was market­ 125cc (52 by 58mm) single with a were straightened out, more or less, ed. The Colleda was a true motorcy­ cast-iron and alloy head and and the company set out to improve cle, not a moped or “motor-bicy­ four crankshaft bearings. The CO’s the overall design of the bike. A dou­ cle.” It marked a major turning point plunger rear suspension had proved ble sprocket gear system was devel­ for Suzuki, which could have con­ troublesome and was dropped on oped for the machine, which enabled tinued making engines for others, as early STs, leaving the rear rigid. Su­ the rider to pedal and assist the en­ did Bridgestone, Kawasaki and a zuki was more interested in reliability gine, or to pedal with the engine dis­ number of other companies, but than comfort. Concern for reliability connected, or to disconnect the ped­ chose instead to. butt heads with in­ extended to the machine’s electrical als and have the engine alone propel dustry leaders Tohatsu and Honda components, too, an area which, the machine. This was such a revolu­ and carve-out a seat for itself in the hard as that may seem to believe tionary invention in Japan that the cut-throat world of Japan’s seething now, Japanese manufacturers of that country’s patent agency granted Su­ motor industry. era sorely neglected (the first Honda zuki a money subsidy to continue re­ To do this Suzuki made the Col­ Dreams didn’t even have taillights). search into motorcycle engineering leda something special. It abandoned The ST got a Suzuki-developed six- development. the two-stroke motor, which at that pole flywheel magneto to run the ig­ Shortly the Power Free got a two- stage of development in Japan was nition and a 25-watt battery-operated speed transmission, and was joined unreliable and inefficient, and de­ headlight. Other Japanese bikes within a year by a bigger brother, the signed a 90cc (48 by 50mm) four- used 15-watt headlights, and mag­ 60cc Diamond Free. Within two years stroke single-cylinder engine with in­ netos to spark both the ignition and

Above—After Shunzo’s “fishing hole inspira­ tion,’’ he ordered the firm to produce a motorized bicycle. This tiny 36cc two-stroke was built in one month and was quite suc­ cessful. Right—Suzuki would like to forget the money and years spent on the RE5. 20 MOTORCYCLIST/OCTOBER 1978 lighting. Before marketing the ST, pressure at a ratio of nine-to-five Degner away from East Germany’s Suzuki ran five prototype machines over the front brake. This was to MZ, a company with consummate 10,000 kilometers (6200 miles) each minimize nose dive and prevent knowledge about what makes a two- in one continuous endurance run. wheel lock during hard braking. The stroke go fast. The 1962 50cc Suzuki Fifteen test riders, working in three front brake could also be engaged GP machine, a rotary-valve single, shifts, saw to it each bike covered at by a conventional hand-lever/cable put out 9.0 horsepower at 11,500 least 250 miles a day. This may not arrangement, either independent of, rpm and got to be World Champion. seem like much in 1978, but keep in or in conjunction with, the hydraulic By 1967 Suzuki’s GP 50 was a twin mind Suzuki had no test track then system. It was a good design and with 17.5 hp on tap at 17,300 rpm. and public roads were both crowded worked well, but the public didn’t like And the company had built a three- and as a rule, unpaved. it and didn’t buy it, just like they cylinder 50cc engine which devel­ The new Colleda was popular and didn’t buy today’s Moto Guzzi with oped 19 horsepower at 20,000 rpm established Suzuki as a substantial integrated braking. and was equipped with a 14-speed motorcycle manufacturer. In 1956, For a while it looked like Suzuki gearbox to keep the motor spinning following-up on the ST’s success, the had a good chance to challenge in its 500 rpm powerband, but the company introduced the SJK Colleda Honda as Japan’s No. 1 motorcycle FIM, aghast at this technological on­ TT, a 250, and Suzuki’s first twin. manufacturer, but the company slaught in what was supposed to be This bike had a rugged pressed-steel abandoned that chase and instead the “tiddler” class, banned it. backbone frame, Earles fork and rear decided to branch-out into car-mak­ In 1963 Suzuki won the World swing arm. The headlight was heavily ing, turning over one entire factory to Championship in the 125cc class cowled and, sprouting from stalks on production of the Suzulight, Japan’s with a two-cylinder rotary-valver the side, were the first turn signals first minicar and that country’s equiv­ putting-out 26 horsepower at 12,000 mounted in what is today the stand­ alent of Germany’s Volkswagen. The rpm. By 1967 the vee-four RS67 ard position. Below the headlamp Suzulight was based on the British could toss-out 42 horsepower at was a standard-equipment foglamp. Lloyd but was powered by a Suzuki- 16,500 rpm from its 124.6cc. For 250 With a four-speed transmission and designed 360cc two-stroke motor. class races by 1965 Suzuki could 16 horsepower on tap, the “big” SJK From the late Fifties Suzuki was as dish-up the RZ65, a brilliantly con­ could run as fast as the OHV Meguro much concerned —if not more so— ceived but temperamental square 500cc single and the sidevalve Rikuo with establishing itself as a major four that could develop 58 horsepow­ 1200cc Harley-like vee-twin. Sudden­ manufacturer of automobiles and er at 13,000 rpm and propel its rider ly Suzuki was a company to reckon light trucks as it was with building to speeds in excess of 145 mph. with in the motorcycle market. motorcycles. In conjunction with this racing ef­ In 1957 Suzuki became the second But Suzuki nonetheless made it fort, Suzuki expanded sales into the Japanese company, after Honda, to into the No. 2 spot among motorcy­ world marketplace, opening branches begin mass-producing motorcycles cle makers, holding 17 percent of the in Britain, Europe, and the USA. The on automated assembly lines. Soon home market by 1964. A few years U.S. branch, a wholly-owned subsi- the company was trying-out some earlier the company had followed dary of SJK, was established at Ana­ venturesome ideas, including an Honda to the Isle of Man, fielding heim, California in 1963. By that time electric starter-equipped moped, the -port 125s which ran 9 mph Suzuki was the world’s largest manu­ Selped, which was a major success, down on the and 14 mph facturer of two-stroke motors and and a bike with an electro-magnetic down on the winning MV . quickly seized the No. 2 spot in U.S. clutch, which was a failure. In 1960, The next year Suzuki tried rotary disc sales behind Honda. Suzuki did this a version of the 250, the TA, had valves on 125 and 250 machines at by providing the U.S. motorcyclist coupled, hydraulically-actuated front the Island. Their best rider in the 250 with some positively stunning little and rear brakes. The system was ac­ event could only manage 82.5 mph, machines, in particular the 250 X-6 tuated by pressure on a foot pedal not even in the same league with Hustler, introduced in 1965, which which, operating via a single master Honda’s winning 98.4 mph. delivered searing acceleration from cylinder, engaged the front and rear Things changed in 1962. Suzuki its six-speed 29-horsepower motor. brake drums, the rear drum getting snared ace rider and engineer Ernst The company’s Posi-Force lubricat-

The “Suzumoped” of the late Fifties re­ placed motorized bicycles such as the Dia­ mond Free (at right) and put Suzuki on the road to financial security as sales soared into the tens of thousands for several years. Suzus helped perfect mass production.

MOTORCYCLIST/OCTOBER 1978 21 but the company didn’t race until ry? Had the public accepted that ma­ 1967 with 250cc RH machines. Two chine, without a doubt Suzuki would men combined to make Suzuki’s mo­ have introduced a whole line of Suzuki tocross effort a success: Engineer rotary-engined machines. When that and team manager Ishikawa, who idea flopped, the company had to holds a Masters degree in mechani­ scramble to come up with a new cal engineering from Michigan State game plan. The safest bet seemed to History University, and Sweden’s Olle Petter- be to produce what riders were buy­ sson, an experienced motocross rid­ ing from Honda and Kawasaki: big ing system, which eliminated the er who went to Japan in 1968 and four-cylinder overhead cammers. On­ need for mixing oil and gas in the provided Suzuki’s engineers sound ly Suzuki chose to punch the horses, fuel tank, was introduced in 1966. In practical advice on how to design pare the fat, and come up with 1967 the company entered the bud­ their bikes to meet the European something just a little special among ding superbike field with its sturdy elite. By 1970 Suzuki’s RH dirtsters the four-strokes. Only time and sales 500cc Twin, the Titan, which sur­ produced 30 horsepower and will tell us if they’ve succeeded with prised a lot of folks who claimed an weighed just over 194 pounds. Joel the GS approach. aircooled two-stroke couldn’t be built Robert and Sylvain Geboers rode Before we leave Suzuki, let’s put bigger than 350cc because of heat- them in GPs and shattered European one rumor to rest: The EPA did not dissipation problems. In the early domination of motocross. Not long kill the two-stroke road bike in the Seventies came the splendid three- after, Roger DeCoster emphasized USA; the American rider did. Japan’s cylinder two-strokes (which have the new Japanese superiority by tak­ anti-pollution laws are the toughest been described as being ‘‘as reliable ing a Suzuki RN72 to the 500cc in the world, far tougher than the lat­ as stones” by motorcycle maga­ world title. est California standards. But in 1978 zines), cooled by ‘‘ram air” induc­ Recently, because of U.S. rider the Suzuki Cerro became the first tion, or water-cooling, a modern era tastes and EPA regulations, we’ve two-stroke engined automobile to first for the GT750. seen Suzuki turn away from the two- meet Japan’s exhaust emission Meantime Suzuki hadn’t neglected stroke motors which made it famous, standards—standards so tough no the dirt, charging into international and develop some very sporting, but American automobile can meet them. motocross competition in the late nonetheless ‘‘me too” four-strokes. Yet the Suzuki did. The motor: a Sixties. Suzuki’s first efforts at de­ Suzuki didn’t plan to be a ‘‘me too” 28hp 539cc three-cylinder air-cooled signing a dirt racer began in 1965, four maker. Remember the RE5 rota­ two-stroke. M

An early four-stroke in the Colleda series (1954) had a The 1956 Colleda TT 250 had impressive technical specs three-speed transmission and produced four thundering but was a styling debacle. It was fast (81 mph), had a four- hp at 5000 revs from 90cc. Weight also thundered: 188 lbs. speed and featured a fog lamp below the huge headlight.

Suzuki put itself on the map in America with the 1965 X-6 The world’s first 500cc two-stroke twin was expected to Hustler, a two-stroke twin with oil injection that performed run hot and seize by almost everyone. Instead it was the equal to the 500cc four-strokes of the time. most-often picked “Best Buy’’ in motorcycle history.

22 MOTORCYCLIST/OCTOBER 1978