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What's a T?
- Thread starter kerrfunk
- Start date
Here is the article I re-typed myself:
To Suzuki, the GS750TZ is more than another new model, it's a solution. In the final analysis it might not prove to be the solution but for now it's at least a solution to a dilemma that the entire Japanese motorcycle industry, not just Suzuki has been stuck on the horns of for the last few years: how to design factory-custom motorcycles to have precisely The Look that is so vital to their sales success without having them all look alike.
A Catch-22 situation, indeed, and the GS750TZ is Suzuki's response to it. The TZ is a decidedly conservative approach to the problem, though, not just in a way the bike looks but in the fact that it will be the only model in the company's entire 1982 lineup styled in this fashion (all the other customs will be in the usual L-model configuration). Apparently, Suzuki wants to test the waters of acceptance for a new generation of factory-custom motorcycles by cautiously dipping in with just one toe rather than jumping in feet-first. And instead of breaking any all-new styling ground, the TZ simply attempts to split the difference between customs and standard models. The styling still captures the essence of The Great American Street Cruiser, but some of the more practical ergonomic elements have been lifted from the standard-issue Suzukis.
What emmerges from this marriage made in Hamamatsu is a clean, simple, unpretentious motorcycle that almost looks more "classic" than "custom". There is, in fact, more than a hint of Triumph, circa late sixties, in the TZ lines.
Much of that Britbike look is no doubt due to the particular profile of the TZ's 4.5-gallon teardrop tank, especially with its Triumph-like color-contrasting knee cut-outs. But the overall effect of being a latter-day classic might be the result of the bike having an unfamiliar (for this day and age) combination of familiar pieces. The gas tank, for example, has the requisite custom-bike shape and the handlebar is conventional (read: not high-rise pullbacks) fare, but the two usually aren't found on the same motorcycle. Likewise for the stepped seat, fat 17-inch rear tire and simple rear fender (all custom-bike traditions); but the seat is not radically stepped, the fenders are not bobbed short and the front fork is not--and doesn't even look to be--extended (all standard-bike traditions). The difference, therefore, between this bike and the usual factory customs is that the TZ resembles a vintage Triumph before customizing, not after.
Mechanically, the TZ offers no such controversies, being essentially an E-model GS750 with major cosmetic differences and a few mechanical dissimilarities. Most of the latter are obvious (single front disc, drum rear brake, no anti-dive mechanism on the fork, different spoke pattern on the cast wheels), and the instrumentation was lifted directly from Suzuki's L-series street customs. Otherwise, everything else is identical to it's E-model counterpart.
That should assure the GS750TZ of being an extraordinary fast, fine-handling boulevard cruiser; but the issue at stake here is not how quickly it will move in the showroom. Suzuki believes, obviously, that the custom-styled market simply has to expand and that this is one of the directions it will expand in. It's our belief that there is a growing number of riders out there who will agree with Suzuki's philosophy. And for them, it can't happen a day too soon.
Ed
To Suzuki, the GS750TZ is more than another new model, it's a solution. In the final analysis it might not prove to be the solution but for now it's at least a solution to a dilemma that the entire Japanese motorcycle industry, not just Suzuki has been stuck on the horns of for the last few years: how to design factory-custom motorcycles to have precisely The Look that is so vital to their sales success without having them all look alike.
A Catch-22 situation, indeed, and the GS750TZ is Suzuki's response to it. The TZ is a decidedly conservative approach to the problem, though, not just in a way the bike looks but in the fact that it will be the only model in the company's entire 1982 lineup styled in this fashion (all the other customs will be in the usual L-model configuration). Apparently, Suzuki wants to test the waters of acceptance for a new generation of factory-custom motorcycles by cautiously dipping in with just one toe rather than jumping in feet-first. And instead of breaking any all-new styling ground, the TZ simply attempts to split the difference between customs and standard models. The styling still captures the essence of The Great American Street Cruiser, but some of the more practical ergonomic elements have been lifted from the standard-issue Suzukis.
What emmerges from this marriage made in Hamamatsu is a clean, simple, unpretentious motorcycle that almost looks more "classic" than "custom". There is, in fact, more than a hint of Triumph, circa late sixties, in the TZ lines.
Much of that Britbike look is no doubt due to the particular profile of the TZ's 4.5-gallon teardrop tank, especially with its Triumph-like color-contrasting knee cut-outs. But the overall effect of being a latter-day classic might be the result of the bike having an unfamiliar (for this day and age) combination of familiar pieces. The gas tank, for example, has the requisite custom-bike shape and the handlebar is conventional (read: not high-rise pullbacks) fare, but the two usually aren't found on the same motorcycle. Likewise for the stepped seat, fat 17-inch rear tire and simple rear fender (all custom-bike traditions); but the seat is not radically stepped, the fenders are not bobbed short and the front fork is not--and doesn't even look to be--extended (all standard-bike traditions). The difference, therefore, between this bike and the usual factory customs is that the TZ resembles a vintage Triumph before customizing, not after.
Mechanically, the TZ offers no such controversies, being essentially an E-model GS750 with major cosmetic differences and a few mechanical dissimilarities. Most of the latter are obvious (single front disc, drum rear brake, no anti-dive mechanism on the fork, different spoke pattern on the cast wheels), and the instrumentation was lifted directly from Suzuki's L-series street customs. Otherwise, everything else is identical to it's E-model counterpart.
That should assure the GS750TZ of being an extraordinary fast, fine-handling boulevard cruiser; but the issue at stake here is not how quickly it will move in the showroom. Suzuki believes, obviously, that the custom-styled market simply has to expand and that this is one of the directions it will expand in. It's our belief that there is a growing number of riders out there who will agree with Suzuki's philosophy. And for them, it can't happen a day too soon.
Ed
Last edited:
"Suzuki believes, obviously, that the custom-styled market simply has to expand and that this is one of the directions it will expand in."
Sadly if I am not mistaken this was the last year for this model. Thanks for typing this out for all to read!
Sadly if I am not mistaken this was the last year for this model. Thanks for typing this out for all to read!
There were two years this model was built...1982-83/TZ and TD designation. The TD had a black engine, different valve covers and square lights. Spyder and yasser can fill in other differences
I had to think about that for a second...hahahahaha!
Ed
Steve
GS Whisperer
I believe you might be slightly mistaken. :-k
The T models were available in '83. Probably not in all displacements, but in post #14, Spyder shows his '83 T. It started as a 750, but he has transplanted an 1100 into it.
.
G
Guest
Guest
I told you T stands for Triumphish, but nooooooooooooooooooooo, don't listen to me.
79 Triumph Bonneville 750 T 140
82 Suzuki GS750T
[FONT="]GSRick[/FONT]
G
Guest
Guest
Good one, Norm. I remember the first time I saw Mr.T. They had a bouncer competition on NBC, Americas Toughest Bouncer, back in the early 80s and he was the winner. They had dwarf tossing in that show. I wonder how we'll that would go over now that everybody has to be upset over everything.
The '82, and '83 750T were almost identical. The only major difference between the 2 were the engine color, and the paint schemes were flipped. Both years only came in Black/Charcoal, and Black/Red. Both years had a ROUND headlight. Both years had the same engine, same HP, and same displacement. The '82 was a silver engine, and the '83 had a black one. Other than those few differences, they were virtually identical... I personally like the black engine, and the paint scheme of the '83 better...
OH ! ! ! And the '83 speedo went to 140, where as all '82's only went to 85...
OH ! ! ! And the '83 speedo went to 140, where as all '82's only went to 85...
G
Guest
Guest
I was kind of wondering where the square headlight came from. '80-81 750/1100Es and Katana's were the only bikes I can remember having square headlights.
You are correct, I was mistaken. There was an 83 750T for sale up Whistler way a while back that was an 83 I believe with a black engine for $2700 Cnd that was in nice shape. You learn something new everyday or as you age you remeber things you forgot, if you're lucky.
It's interesting that they put square turn signals on the 1983/750T even though it had a round headlight. I noticed the lunchbox '80/'81 models posted above by Steve and figured they go hand-in-hand. Small detail differences that keep the dialogue going. Thanks for everyone's input on the "T"/Triumph...duly noted RICK!
Ed
Ed
Were they square or round? The pic I posted on the "T" Nation thread shows they came with square ones.
Ed
G
Guest
Guest
I actually prefer the rectangular turns. No chrome pitting.
I like the round ones...guess it's because that's what was on her when I took ownership.
Ed
Steve
GS Whisperer
Dogma
Forum Sage
This may need clarification for those who don't know about the chrome rectangular indicators.
