1976 SUZUKI RE5 "A MODEL", 3,459 ORIGINAL MILES, NEVER RESTORED, RUNS AND RIDES
1976 Suzuki Other
| Price: | US $1,050.00 |
| Item location: | Chicago, Illinois, United States |
| Make: | Suzuki |
| Model: | Other |
| Year: | 1976 |
| Mileage: | 3,459 |
| Color: | Black |
| Engine size: | 500 |
| Vehicle Title: | Clear |
| Contact seller: | Contact form |
Description
I have a collection of RE5 and Hercules Rotary motorcycles, nd I am always looking for new machines to add to my collection. I also have several Honda, awasaki, nd Suzuki road bikes as well as several motocross and enduro machines for sale, ncluding Gilera, an Am, nd Maico motocross and enduro machines. I love talking shop about bikes, o if you have something interesting available or are looking for something specific, lease let me know. TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. DEPOSIT ONLY MAY BE PAID VIA PAYPAL. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, ANK TO BANK TRANSFER, R CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, O C.O.D. AND NO PAYPAL FOR FINAL PAYMENT. The description of this motorcycle is written to the best of my knowledge. However, ven though I have a few of these bikes, am by no means an expert on vintage Suzuki motorcycles. Please don’t hesitate to ask for more photos and, f possible, ome and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, lease contact me before the auction ends. If you have any questions, lease contact me. If you live close to Chicago, encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, Bay’s new listing format does NOT display any bidder information. Nevertheless, STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, here is with no warranty, xpressed, ritten or implied unless there is a warranty in effect from the factory. The seller shall not be responsible for the correct description, uthenticity, enuineness, r defects herein, nd makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, mperfection, efect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, ave it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, nspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, lease e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this item and win, ou are expected to pay for the item and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, understand it can take some time to arrange shipping, o I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, f possible, o discuss the specifics. Thanks for your interest!For more history and stories on the RE5, lease scroll past the photos...
Suzuki's RE5 was one example of the very few Wankel engine motorcycles ever produced. Some of the others were by DKW and Norton Motorcycle Company, .g. the Norton Interpol 2, orton Classic, orton Commander, nd was manufactured by the Suzuki Motor Company from 1974 until it was withdrawn during 1977 model year. Rotary engines produce high power figures from relatively small displacements. All four major Japanese manufacturers had prototypes or plans. Yamaha showed their Rotary at the Tokyo Motor Show in 1972 (the twin rotor RZ-201). Kawasaki tested a prototype as, llegedly, id Honda. Norton and DKW also marketed rotaries along with a small run by Van Veen (this company used a derivative of NSU/Audi engines developed for Citro?n). There were only two production models of the RE5, he 1975 M model available in "Firemist Orange" or "Firemist Blue" and the 1976 A model available only in black (Blue was shown as an option on the "A" model brochure although they may never have actually been produced). Many "A" models were probably unsold M models. It is believed that local dealers converted the bikes by using factory supplied kits. Main changes for 1976 included a color change for the tank and side covers, T750 style instruments, linkers, ail lights and headlight housing. The "B" secondary points for overrun were removed on the A model, he chain oiler was removed and a sealed drive chain fitted. History: The RE5 was touted as the future of motorcycling. Indeed, E5 section chief Shigeyasu Kamiya of Suzuki Motor Corporation stated that they had considered a rotary powered motorcycle as early as the mid-1960s. Basic R and D continued to the end of the decade and culminated in the signing of a technical license with NSU in November 1970. Suzuki was the 20th firm to do so. The company was at the cutting edge of rotary development and engineered in-house dozens of machines for the Rotary production process. Of these, en were particularly special and included the machine to cut the trochoid block. This one machine alone took a year to reach experimental status. The company also holds twenty patents in plating as considerable research went into the Composite Electro-Chemical Materials (CEM) which were used to plate the rotor housing. Testing of the running prototypes took two years. When the bikes were launched in 1974, uzuki enlisted astronaut Edgar Mitchell, he sixth man to walk on the moon, o introduce the bike and give it his endorsement. No expense was spared and about a dozen motorcycle publications were treated to a week-long test ride and instructional session on the motorcycle. Journalists were flown around the U.S. west coast in Cessna Citation jets to take their turn riding five pre-production bikes. This corporate attitude extended to the warranty. It was superior to other motorcycles of the day with a full engine replacement stipulated for any engine problem within the first 12 months or 12,000 miles (19,000 km). The RE5 was mechanically complex. The rotary engine produced a lot of heat which required a number of subsystems such as water and oil cooling and modifications to engine components such as the exhaust pipes. Ignition was CDI but used two sets of ignition points through vacuum and rpm sensors to light the one NGK gold palladium spark plug. There were three separate oil tanks (sump, earbox and total loss tank) and two oil pumps (one for normal engine lubrication and cooling and one to supply oil specifically for tip seal lubrication). The throttle controlled not only the primary carburetor butterfly but a second valve in the inlet manifold of the secondary throat (the "port" valve) as well as the oil pump which provided lubrication for the tip seals by mixing oil with fuel. Five cables in total were moved by the throttle twist grip. The carburetor was similar to that from a rotary power unit in a car and was complicated by motorcycle standards (of the day).The RE5 could also be optioned with a full touring kit. This included a large full fairing and windscreen, wo saddlebags, large rack and top box. The fairing included two lockable “gloveboxes”. All three bags were also key locked. Suzuki later made available bolt on exhaust extensions which prevented damage to the underside of the saddle bags by the hot exhaust gases. An optional touring saddle may have been also been available.Suzuki commissioned Italian industrial designer Giorgetto Giugiaro for the RE5 styling. The “tin can” instrument cluster encompassed the usual lights and a low fuel warning light, otal loss oil tank light and digital gear indicator. This tubular “can” motif was also used in the tail light and spherical indicator lights finished off the “rotary” theme. The 1976 A model returned to more conventional styling. Suzuki expected its sales teams to promote the model alongside the 1977 model GS750, ut production had already ceased. As of 2010, uzuki’s newly opened museum in Japan does not feature an RE5. The RE5 was quite advanced in its steering and overall handling and numerous motorcycle test riders of the day remarked on this, ome claiming it the best handling bike out of Japan and close to European marks. It also had excellent ground clearance. The complex B point system (explained below) gave smoother running on overrun and gives some engine braking. Suzuki stopped fitting the B points to the 1976 "A" model and allegedly had dealers disconnect the system on remaining "M" models. It was also noted that the bikes sometimes exhibited a dead spot or hesitation during acceleration as the carburetor transitioned from primary to secondary throat. This is due to poor synchronization between the positions of the primary, ort and the secondary carburetor throat valves. There is also some evidence linking this to jetting, ossibly an excessively lean primary mixture. The bike is less powerful than Suzuki’s 750 of the day but its greatest attribute is tremendous torque. The bike is smooth compared to many reciprocating engines of the day but has a grinding vibration around 4,000 rpm which was often remarked upon in road tests. Despite speculation about worn or misadjusted components, t is more likely a feature of the engine harmonics. Average fuel consumption is around 37 mpg (7.6 L/100 km; 31 mpg)) but road tests sometimes achieved results as low as 28.6 mpg (9.88 L/100 km; 23.8 mpg) and as high as 43.3 mpg (6.52 L/100 km; 36.1 mpg). In the end and once over its novelty, est riders found that other than its handling, t wasn’t superior to more conventional bikes. Technical features: The engine has a single rotor with a capacity of 497 cc. The rotor spins on an eccentric shaft in a peritrochoid (Mazda uses an epitrochoid) chamber), iving three rotations of the crankshaft for every 360° of rotor travel. Compression ratio is 9.4:1. The eccentric shaft runs on plain bearings, hich were better than rollers for heat dissipation. Combustion sealing utilized Apex, orner and side seals. At the three rotor apexes, ip sealing was accomplished with a three piece seal tensioned by a blade spring. Apex seals were made of a special material known as Ferro Tic which was a combination of sintered ferrous alloy and titanium carbide. The surface of the trochoid chamber which the apex seals rubbed along was coated with a CEM (composite electrochemical material) consisting of nickel silicone carbide. Side sealing used one blade like seal and spring for each rotor face on each side (six side seals in total). Corner seals and springs finished the isolation of combustion. Blow by gases are re-circulated into the combustion process. The rotor spins backward in relation to the motorcycle. Primary power transfer to the clutch and transmission is by duplex chain. Clutch and Gearbox: Wet multiplate clutch and five-speed constant mesh transmission. The gearbox is virtually the same as that fitted to Suzuki’s GT750 watercooled triple. RE5 final drive is by 630 chain via a 14 tooth drive sprocket and 43 tooth unit at the rear wheel. Carburetion: Two stage Mikuni. Five separate carburetor circuits. Suzuki chose to use peripheral ports for the RE5 as they give better high speed running but are known to have low speed issues. This is dealt with by using a two stage carburetor. An 18 mm throat splits into two small peripheral induction tracts. The primary butterfly is directly controlled by one of the 5 throttle cables and this primary circuit gives 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, he 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. If this was allowed to happen, hen 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 and is best illustrated by Suzuki Service Bulletin Nine. The carburetor also incorporated a fuel pump which was mechanically actuated from a given throttle opening to enrichen the fuel mixture during acceleration. Ignition: CDI triggered by two sets of points. A basic problem with the rotary engine design is a lack of engine braking partially due to the mass of the rotor. Leaning of the mixture on overrun also contributes to erratic and “lumpy” running. One way to solve the problem is to shut off ignition entirely on overrun but this leads to excessive contamination of the combustion chamber by unwanted deposits which can cause the Apex seals to stick. Suzuki opted for a compromise by using two sets of ignition points. One set of points ran on a dual lobe cam for normal operation firing the rotor every face. The other set ran on a single cam on the same shaft for triggering the sparkplug on overrun. The second set (the B points) were triggered by an rpm sensor (the speed relay) and a vacuum switch which meant that they worked on engine deceleration (high vacuum) and above 1,700 rpm. This system fired the rotor every second face. This also kept the combustion chambers relatively clean and served to smooth the lumpy feel of the bike as rpm’s reduced on overrun and addressed some issues with backfiring. Engine braking is also significantly improved. The B point system was discontinued on the A. It is believed that the factory also employed mechanics to visit dealerships and disconnect the B points on any M (1975) models still in the showrooms. Suzuki toyed with the idea of two plugs like the Mazda’s but as with so much of their engineering on this bike, ver thought the application believing that they would require two plugs of different heat ranges. The idea was dropped and the bike shipped with a single 18 mm conical seat gold palladium spark plug housed in a copper insert in the rotor housing (NGK A9EFV). Cooling: 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, robably capitalizing on their previous experience with water cooling, uzuki 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 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. 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). Lubrication: Internally the rotor is cooled and lubricated by engine sump oil and the aforementioned trochoid pump. Engine oil is filtered by an easy accessible car type oil filter on the lower right side of the cases. The filter includes an internal bypass valve in case of blockage. Further lubrication specifically for the tip seals is provided by oil from a tank located under the seat. An engine driven metering pump sends oil from this external tank into the carburetor at a ratio of around 100:1. Metering of the oil quantity is mechanically controlled by cables from the throttle grip. The metering pump also provided lubrication for the final drive chain. A second line is routed from the metering pump and around the bike ending just above the drive chain behind the sprocket cover. This feature was also disconnected on the A models by a simple blanking plug at the metering pump. The gearbox is separated from the engine sump and has its own oil supply. Suzuki marketed its own brand of rotary oil but also approved at least two other oils for use in its rotary engine: Shell Super 10-20-50 and Castrol GTX were both endorsed lubricants. Exhaust: Rotary exhaust temperatures reach 927 °C (1,700 °F) and as such, n a motorcycle, equired a specialized exhaust system. Suzuki dealt with the problem by first exhausting into a large heavily finned manifold which split the single exhaust into two streams. They then built two twin shelled exhaust pipes which included air cooling ducts. Each muffler contains a stainless steel inner pipe which is a little shorter than the length of the external shell. The internal pipe ends in a removable stinger drilled with numerous holes and wrapped in a fibreglass-like material. The stinger (or Spark Arrestor as Suzuki calls it) exits the exhaust system at the end of the external shell. At the front of each pipe was a small forward facing grille which allowed cool ambient air to be forced into the pipe by the bike’s forward motion and to travel the length of the exhaust between the internal and external pipes. It then flowed through the holes drilled in the stinger mixing with the hot exhaust gasses before exiting the system. Even so, uzuki found it prudent to fit heat shields on the outside of the pipe to further protect riders and pillions. The bike's sound is unique among its two and four stroke contemporaries but also quite loud. Early in production (December 1974, rame #11901), uzuki reduced the size of the spark arrestor tubes which both reduced noise and horse power but the RE5 exhaust note remains distinctive. References: 1. Ayton, .J. (1982). The Hamlyn Guide to Japanese Motorcycles. Hamlyn Publishing Company. 2. "Rotomotion". Two Wheels Magazine (Kenmure Press Sydney): 8. February 1974. 3. "Kawasaki X99". 4. "Norton-Triumph’s Rotary". Two Wheels Magazine (Kenmure Press Sydney). October 1974. 5. "Van Veen OCR 1000. Rotary Stunner". Two Wheels Magazine (Kenmure Press Sydney): 16. March 1975. 6. New Model Technical Bulletin (Hamamatsu Japan: Suzuki Motor Corporation). 1974. 7. "How We Did It". Suzuki Cycle Magazine (Suzuki Motor Corporation Hamamatsu Japan). 1974. 8. "Suzuki Rotary Engined Motorcycle". Big Bike Magazine. December 1974. 9. "Rotary Meeting". Road Rider Magazine: 19–20. December 1974. 10. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 62. February 1975. 11. "Suzuki Joins the Rotary Club". Cycle Guide Magazine (California: Quinn Publications): 28–29. February 1974. 12. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 23. January 1975. 13. "Suzuki RE5 Rotary. Suzuki’s Dream". Australia Road Bike Book: 6. 1975. 14. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 29. January 1975. 15. "Eight for the Open Road". Cycle Magazine (New York: Ziff-Davis Publications): 62. August 1975. 16. "Just Passin’ Through". Cycle World Magazine (New York: CBS Publications). September 1975. 17. "SUZUKI - RE5 ROTARY - WANKEL - 500". 18. "On a Roll. Suzuki RE5 Rotary". Cycle Magazine (New York: CBS Publications): 56. February 1988. 19. "The Rotary Experience". Revs Motorcycle News Magazine (Sydney: Modern Magazines): 22. 24. 20. "Confidential, or Suzuki Salesman Only". Suzuki GS750 Sales manual (Hamamatsu, apan: Suzuki Motor Co. Ltd). 21. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 20–23. January 1975. 22. "Suzuki RE5 Rotary. Suzuki’s Dream". Australia Road Bike Book: 10. 1975. 23. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 101. February 1975. 24. "RE5 Revisited". Cycle Guide Magazine: 74. September 1976. 25. "Suzuki RE5 Rotary....So Where’s the Revolution". Two Wheels Magazine: 40. June 1975. 26. "Big Bore Suzi Shootout". Two Wheels Magazine: 40. October 1975. 27. "Rotary Meeting". Road Rider Magazine: 20. December 1974. 28. "Suzuki RE5 Rotary". Cycle Magazine: 44. January 1975. 29. Cycle Magazine. January 1975. 30. "Suzuki RE5 Rotary....So Where’s the Revolution". Two Wheels Magazine: 43. June 1975. 31. ”Cycle World Magazine (New York: CBS Publications). September 1975. 32. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 64. February 1975. 33. "The High Roller from Suzuki". Motorcyclist Magazine: 25. January. 34. "The High Roller from Suzuki". Motorcyclist Magazine: 29–30. January. 35. "Suzuki RE5 Rotary....So Where’s the Revolution". Two Wheels Magazine: 41. June 1975. 36. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 25. January 1975. 37. "Suzuki Rotary Recap". Motorcycle World: 59–61. August 1975. 38. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 28. January 1975. 39. Suzuki Service Bulletin RE-9 (Japan: Suzuki Motor Co. Ltd. Hamamatsu). 11. 40. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 101, 06. February 1975. 41. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 66. February 1975. 42. "Suzuki Rotary Recap". Motorcycle World: 59. August 1975. 43. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 58. February 1975. 44. Suzuki Service Bulletin RE-020.. 20.
Thanks for your interest!
1976 SUZUKI RE5 ROTARY– 3,459 MILES FROM NEW, RIGINAL SURVIVOR! FRAME RE5-14420, NGINE # RE5-14189, anufactured 3/75
1976 SUZUKI RE5 ROTARY– BRAND NEW, 459 MILES FROM NEW, RIGINAL SURVIVOR! FRAME RE-5-14420, NGINE # RE5-14189, anufactured 3/75 This Suzuki RE-5 is a beautiful example of the most important rotary engine motorcycle manufactured by Suzuki in 1975 and 1976 that became a permanent part of Suzuki history and still represents the fantastic performance and technology…
I have a collection of RE5 and Hercules Rotary motorcycles, nd I am always looking for new machines to add to my collection. I also have several Honda, awasaki, nd Suzuki road bikes as well as several motocross and enduro machines for sale, ncluding Gilera, an Am, nd Maico motocross and enduro machines. I love talking shop about bikes, o if you have something interesting available or are looking for something specific, lease let me know. TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. DEPOSIT ONLY MAY BE PAID VIA PAYPAL. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, ANK TO BANK TRANSFER, R CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, O C.O.D. AND NO PAYPAL FOR FINAL PAYMENT. The description of this motorcycle is written to the best of my knowledge. However, ven though I have a few of these bikes, am by no means an expert on vintage Suzuki motorcycles. Please don’t hesitate to ask for more photos and, f possible, ome and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, lease contact me before the auction ends. If you have any questions, lease contact me. If you live close to Chicago, encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, Bay’s new listing format does NOT display any bidder information. Nevertheless, STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, here is with no warranty, xpressed, ritten or implied unless there is a warranty in effect from the factory. The seller shall not be responsible for the correct description, uthenticity, enuineness, r defects herein, nd makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, mperfection, efect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, ave it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, nspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, lease e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this item and win, ou are expected to pay for the item and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, understand it can take some time to arrange shipping, o I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, f possible, o discuss the specifics. Thanks for your interest!For more history and stories on the RE5, lease scroll past the photos...
Suzuki's RE5 was one example of the very few Wankel engine motorcycles ever produced. Some of the others were by DKW and Norton Motorcycle Company, .g. the Norton Interpol 2, orton Classic, orton Commander, nd was manufactured by the Suzuki Motor Company from 1974 until it was withdrawn during 1977 model year. Rotary engines produce high power figures from relatively small displacements. All four major Japanese manufacturers had prototypes or plans. Yamaha showed their Rotary at the Tokyo Motor Show in 1972 (the twin rotor RZ-201). Kawasaki tested a prototype as, llegedly, id Honda. Norton and DKW also marketed rotaries along with a small run by Van Veen (this company used a derivative of NSU/Audi engines developed for Citro?n). There were only two production models of the RE5, he 1975 M model available in "Firemist Orange" or "Firemist Blue" and the 1976 A model available only in black (Blue was shown as an option on the "A" model brochure although they may never have actually been produced). Many "A" models were probably unsold M models. It is believed that local dealers converted the bikes by using factory supplied kits. Main changes for 1976 included a color change for the tank and side covers, T750 style instruments, linkers, ail lights and headlight housing. The "B" secondary points for overrun were removed on the A model, he chain oiler was removed and a sealed drive chain fitted. History: The RE5 was touted as the future of motorcycling. Indeed, E5 section chief Shigeyasu Kamiya of Suzuki Motor Corporation stated that they had considered a rotary powered motorcycle as early as the mid-1960s. Basic R and D continued to the end of the decade and culminated in the signing of a technical license with NSU in November 1970. Suzuki was the 20th firm to do so. The company was at the cutting edge of rotary development and engineered in-house dozens of machines for the Rotary production process. Of these, en were particularly special and included the machine to cut the trochoid block. This one machine alone took a year to reach experimental status. The company also holds twenty patents in plating as considerable research went into the Composite Electro-Chemical Materials (CEM) which were used to plate the rotor housing. Testing of the running prototypes took two years. When the bikes were launched in 1974, uzuki enlisted astronaut Edgar Mitchell, he sixth man to walk on the moon, o introduce the bike and give it his endorsement. No expense was spared and about a dozen motorcycle publications were treated to a week-long test ride and instructional session on the motorcycle. Journalists were flown around the U.S. west coast in Cessna Citation jets to take their turn riding five pre-production bikes. This corporate attitude extended to the warranty. It was superior to other motorcycles of the day with a full engine replacement stipulated for any engine problem within the first 12 months or 12,000 miles (19,000 km). The RE5 was mechanically complex. The rotary engine produced a lot of heat which required a number of subsystems such as water and oil cooling and modifications to engine components such as the exhaust pipes. Ignition was CDI but used two sets of ignition points through vacuum and rpm sensors to light the one NGK gold palladium spark plug. There were three separate oil tanks (sump, earbox and total loss tank) and two oil pumps (one for normal engine lubrication and cooling and one to supply oil specifically for tip seal lubrication). The throttle controlled not only the primary carburetor butterfly but a second valve in the inlet manifold of the secondary throat (the "port" valve) as well as the oil pump which provided lubrication for the tip seals by mixing oil with fuel. Five cables in total were moved by the throttle twist grip. The carburetor was similar to that from a rotary power unit in a car and was complicated by motorcycle standards (of the day).The RE5 could also be optioned with a full touring kit. This included a large full fairing and windscreen, wo saddlebags, large rack and top box. The fairing included two lockable “gloveboxes”. All three bags were also key locked. Suzuki later made available bolt on exhaust extensions which prevented damage to the underside of the saddle bags by the hot exhaust gases. An optional touring saddle may have been also been available.Suzuki commissioned Italian industrial designer Giorgetto Giugiaro for the RE5 styling. The “tin can” instrument cluster encompassed the usual lights and a low fuel warning light, otal loss oil tank light and digital gear indicator. This tubular “can” motif was also used in the tail light and spherical indicator lights finished off the “rotary” theme. The 1976 A model returned to more conventional styling. Suzuki expected its sales teams to promote the model alongside the 1977 model GS750, ut production had already ceased. As of 2010, uzuki’s newly opened museum in Japan does not feature an RE5. The RE5 was quite advanced in its steering and overall handling and numerous motorcycle test riders of the day remarked on this, ome claiming it the best handling bike out of Japan and close to European marks. It also had excellent ground clearance. The complex B point system (explained below) gave smoother running on overrun and gives some engine braking. Suzuki stopped fitting the B points to the 1976 "A" model and allegedly had dealers disconnect the system on remaining "M" models. It was also noted that the bikes sometimes exhibited a dead spot or hesitation during acceleration as the carburetor transitioned from primary to secondary throat. This is due to poor synchronization between the positions of the primary, ort and the secondary carburetor throat valves. There is also some evidence linking this to jetting, ossibly an excessively lean primary mixture. The bike is less powerful than Suzuki’s 750 of the day but its greatest attribute is tremendous torque. The bike is smooth compared to many reciprocating engines of the day but has a grinding vibration around 4,000 rpm which was often remarked upon in road tests. Despite speculation about worn or misadjusted components, t is more likely a feature of the engine harmonics. Average fuel consumption is around 37 mpg (7.6 L/100 km; 31 mpg)) but road tests sometimes achieved results as low as 28.6 mpg (9.88 L/100 km; 23.8 mpg) and as high as 43.3 mpg (6.52 L/100 km; 36.1 mpg). In the end and once over its novelty, est riders found that other than its handling, t wasn’t superior to more conventional bikes. Technical features: The engine has a single rotor with a capacity of 497 cc. The rotor spins on an eccentric shaft in a peritrochoid (Mazda uses an epitrochoid) chamber), iving three rotations of the crankshaft for every 360° of rotor travel. Compression ratio is 9.4:1. The eccentric shaft runs on plain bearings, hich were better than rollers for heat dissipation. Combustion sealing utilized Apex, orner and side seals. At the three rotor apexes, ip sealing was accomplished with a three piece seal tensioned by a blade spring. Apex seals were made of a special material known as Ferro Tic which was a combination of sintered ferrous alloy and titanium carbide. The surface of the trochoid chamber which the apex seals rubbed along was coated with a CEM (composite electrochemical material) consisting of nickel silicone carbide. Side sealing used one blade like seal and spring for each rotor face on each side (six side seals in total). Corner seals and springs finished the isolation of combustion. Blow by gases are re-circulated into the combustion process. The rotor spins backward in relation to the motorcycle. Primary power transfer to the clutch and transmission is by duplex chain. Clutch and Gearbox: Wet multiplate clutch and five-speed constant mesh transmission. The gearbox is virtually the same as that fitted to Suzuki’s GT750 watercooled triple. RE5 final drive is by 630 chain via a 14 tooth drive sprocket and 43 tooth unit at the rear wheel. Carburetion: Two stage Mikuni. Five separate carburetor circuits. Suzuki chose to use peripheral ports for the RE5 as they give better high speed running but are known to have low speed issues. This is dealt with by using a two stage carburetor. An 18 mm throat splits into two small peripheral induction tracts. The primary butterfly is directly controlled by one of the 5 throttle cables and this primary circuit gives 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, he 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. If this was allowed to happen, hen 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 and is best illustrated by Suzuki Service Bulletin Nine. The carburetor also incorporated a fuel pump which was mechanically actuated from a given throttle opening to enrichen the fuel mixture during acceleration. Ignition: CDI triggered by two sets of points. A basic problem with the rotary engine design is a lack of engine braking partially due to the mass of the rotor. Leaning of the mixture on overrun also contributes to erratic and “lumpy” running. One way to solve the problem is to shut off ignition entirely on overrun but this leads to excessive contamination of the combustion chamber by unwanted deposits which can cause the Apex seals to stick. Suzuki opted for a compromise by using two sets of ignition points. One set of points ran on a dual lobe cam for normal operation firing the rotor every face. The other set ran on a single cam on the same shaft for triggering the sparkplug on overrun. The second set (the B points) were triggered by an rpm sensor (the speed relay) and a vacuum switch which meant that they worked on engine deceleration (high vacuum) and above 1,700 rpm. This system fired the rotor every second face. This also kept the combustion chambers relatively clean and served to smooth the lumpy feel of the bike as rpm’s reduced on overrun and addressed some issues with backfiring. Engine braking is also significantly improved. The B point system was discontinued on the A. It is believed that the factory also employed mechanics to visit dealerships and disconnect the B points on any M (1975) models still in the showrooms. Suzuki toyed with the idea of two plugs like the Mazda’s but as with so much of their engineering on this bike, ver thought the application believing that they would require two plugs of different heat ranges. The idea was dropped and the bike shipped with a single 18 mm conical seat gold palladium spark plug housed in a copper insert in the rotor housing (NGK A9EFV). Cooling: 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, robably capitalizing on their previous experience with water cooling, uzuki 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 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. 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). Lubrication: Internally the rotor is cooled and lubricated by engine sump oil and the aforementioned trochoid pump. Engine oil is filtered by an easy accessible car type oil filter on the lower right side of the cases. The filter includes an internal bypass valve in case of blockage. Further lubrication specifically for the tip seals is provided by oil from a tank located under the seat. An engine driven metering pump sends oil from this external tank into the carburetor at a ratio of around 100:1. Metering of the oil quantity is mechanically controlled by cables from the throttle grip. The metering pump also provided lubrication for the final drive chain. A second line is routed from the metering pump and around the bike ending just above the drive chain behind the sprocket cover. This feature was also disconnected on the A models by a simple blanking plug at the metering pump. The gearbox is separated from the engine sump and has its own oil supply. Suzuki marketed its own brand of rotary oil but also approved at least two other oils for use in its rotary engine: Shell Super 10-20-50 and Castrol GTX were both endorsed lubricants. Exhaust: Rotary exhaust temperatures reach 927 °C (1,700 °F) and as such, n a motorcycle, equired a specialized exhaust system. Suzuki dealt with the problem by first exhausting into a large heavily finned manifold which split the single exhaust into two streams. They then built two twin shelled exhaust pipes which included air cooling ducts. Each muffler contains a stainless steel inner pipe which is a little shorter than the length of the external shell. The internal pipe ends in a removable stinger drilled with numerous holes and wrapped in a fibreglass-like material. The stinger (or Spark Arrestor as Suzuki calls it) exits the exhaust system at the end of the external shell. At the front of each pipe was a small forward facing grille which allowed cool ambient air to be forced into the pipe by the bike’s forward motion and to travel the length of the exhaust between the internal and external pipes. It then flowed through the holes drilled in the stinger mixing with the hot exhaust gasses before exiting the system. Even so, uzuki found it prudent to fit heat shields on the outside of the pipe to further protect riders and pillions. The bike's sound is unique among its two and four stroke contemporaries but also quite loud. Early in production (December 1974, rame #11901), uzuki reduced the size of the spark arrestor tubes which both reduced noise and horse power but the RE5 exhaust note remains distinctive. References: 1. Ayton, .J. (1982). The Hamlyn Guide to Japanese Motorcycles. Hamlyn Publishing Company. 2. "Rotomotion". Two Wheels Magazine (Kenmure Press Sydney): 8. February 1974. 3. "Kawasaki X99". 4. "Norton-Triumph’s Rotary". Two Wheels Magazine (Kenmure Press Sydney). October 1974. 5. "Van Veen OCR 1000. Rotary Stunner". Two Wheels Magazine (Kenmure Press Sydney): 16. March 1975. 6. New Model Technical Bulletin (Hamamatsu Japan: Suzuki Motor Corporation). 1974. 7. "How We Did It". Suzuki Cycle Magazine (Suzuki Motor Corporation Hamamatsu Japan). 1974. 8. "Suzuki Rotary Engined Motorcycle". Big Bike Magazine. December 1974. 9. "Rotary Meeting". Road Rider Magazine: 19–20. December 1974. 10. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 62. February 1975. 11. "Suzuki Joins the Rotary Club". Cycle Guide Magazine (California: Quinn Publications): 28–29. February 1974. 12. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 23. January 1975. 13. "Suzuki RE5 Rotary. Suzuki’s Dream". Australia Road Bike Book: 6. 1975. 14. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 29. January 1975. 15. "Eight for the Open Road". Cycle Magazine (New York: Ziff-Davis Publications): 62. August 1975. 16. "Just Passin’ Through". Cycle World Magazine (New York: CBS Publications). September 1975. 17. "SUZUKI - RE5 ROTARY - WANKEL - 500". 18. "On a Roll. Suzuki RE5 Rotary". Cycle Magazine (New York: CBS Publications): 56. February 1988. 19. "The Rotary Experience". Revs Motorcycle News Magazine (Sydney: Modern Magazines): 22. 24. 20. "Confidential, or Suzuki Salesman Only". Suzuki GS750 Sales manual (Hamamatsu, apan: Suzuki Motor Co. Ltd). 21. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 20–23. January 1975. 22. "Suzuki RE5 Rotary. Suzuki’s Dream". Australia Road Bike Book: 10. 1975. 23. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 101. February 1975. 24. "RE5 Revisited". Cycle Guide Magazine: 74. September 1976. 25. "Suzuki RE5 Rotary....So Where’s the Revolution". Two Wheels Magazine: 40. June 1975. 26. "Big Bore Suzi Shootout". Two Wheels Magazine: 40. October 1975. 27. "Rotary Meeting". Road Rider Magazine: 20. December 1974. 28. "Suzuki RE5 Rotary". Cycle Magazine: 44. January 1975. 29. Cycle Magazine. January 1975. 30. "Suzuki RE5 Rotary....So Where’s the Revolution". Two Wheels Magazine: 43. June 1975. 31. ”Cycle World Magazine (New York: CBS Publications). September 1975. 32. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 64. February 1975. 33. "The High Roller from Suzuki". Motorcyclist Magazine: 25. January. 34. "The High Roller from Suzuki". Motorcyclist Magazine: 29–30. January. 35. "Suzuki RE5 Rotary....So Where’s the Revolution". Two Wheels Magazine: 41. June 1975. 36. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 25. January 1975. 37. "Suzuki Rotary Recap". Motorcycle World: 59–61. August 1975. 38. "The High Roller from Suzuki". Motorcyclist Magazine (California: Petersen Publishing): 28. January 1975. 39. Suzuki Service Bulletin RE-9 (Japan: Suzuki Motor Co. Ltd. Hamamatsu). 11. 40. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 101, 06. February 1975. 41. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 66. February 1975. 42. "Suzuki Rotary Recap". Motorcycle World: 59. August 1975. 43. "Touring Comparison". Cycle World Magazine (New York: CBS Publications): 58. February 1975. 44. Suzuki Service Bulletin RE-020.. 20.
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