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GT750 Factory Options

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A range of factory supplied options and accesories were offered for the GT750 - some were quite model specific and were phased out early while the model was in production, whereas others are still available today.

Factory options included a luggage rack (46310-31000) to replace the rear grab rail which can still be ordered from Suzuki in Europe as of this writing.

A factory "butterfly" style crash bar (94210-31901), which was the same part used on the Patroller Police Bike models:

A set of rear crash bars was also offered, 94810-31903 on the right, and 94820-31903 on the left - these were quite large and were originally offered as part of the Patroller police models to protect the rear saddlebags.

A chrome radiator cover - this was only offered for the 1972J and 1973K model years:

A friction steering damper was offered for all model years - the parts lists were common across the GT380 and GT550. These photos are of an original damper on a bike owned by Mick Taylor:

Flat bars (56111-33600) and shorter cables were offered for the L, M, A and B models in all markets.

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A aluminium bodied tire inflator was available. There were two styles, the early 09821-00001 having 'Made in Japan' embossed on the side of the handle and which appears to have been supplied as early as 1966 on other Suzuki models, and a later style 09821-00002 introduced sometime in 1969(?) which was a slightly different shape and had 'Made in Japan' stamped in the end of the handle. The 09821-00002 inflator was initially offered as an option for the GT750 as well as for other Suzuki models under the same part number.

The photo on the left shows the Made in Japan stamping on the end of the later style of inflator (09821-00002). To the right is a photo showing the length of the inflator nozzle.

By 1977 the pump offering had changed (thank you S. Smalley) to 09821-00004 which was a shorter, stubbier tire pump also used on the RV-90 and other models.

And in case you were wondering: while there was a 09821-00003 part number, it isn't a pump, but is the locking pin used to secure the earlier tire pumpes in the frame. These were used on models like the T305 and the early T500's.

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To fit the earlier VM style carburettors on machines equipped with the later BS40 CV carburettors posed a small problem as the later style crankcases did not have the cast tab for the oil injector pump cable fitting. From 1974 onwards the oil injector pump used a rod to actuate the oil injector pump and the tab was removed. To allow the fitting of VM style carburettors and a cable operated oil injector pump, Suzuki made available a bracket under part number 16293-31000.

A set of 'flat' bars was offered as an option, but supposedly were fitted as standard equipment in the UK. John Storrie and I corresponded via email off and on for a couple of years about various bits of Suzuki trivia, and I'd asked him about why flat bars were fitted in the UK. His reply of December 12 2019 (just before he passed away) is below. We were discussing headlamps and handlebars, so I have edited it slightly:

"Ah the handlebars on British bikes, I've never seen a bulletin either! But from what I was informed the handlebars had some sort of intervention from one Mr. B Sheene, he rode a 74/75 M model and commented to Suzuki GB the bike was a bit wayward, and thought the " optional flat bars" would suit the British market better! So Merv White, who was GM of Suzuki GB had a gentleman's agreement with Japan for the A and later models (: only the B model as we now know, and across-the-board on all other Suzuki motorbikes) had the flat optional bars fitted pre-delivery. What's not clear here anymore, is whether this was done in the UK or Japan."

Steve Smalley in the UK has done some additional research on these flat bars, as obviously you can't just fit the bars without doing something with the cables and the front brake master cylinder. He graciously sent me the information below:

"If you look at Optional Part Page "2" (page 72 of a J-A part book) or its page 52 of my 1974 (only up to L model) part book, the Optional "Flat Bars" are shown. The flat bars can be fitted with the optional shorter cables.

You can also fit the bars with the "original" longer "NOE" cables. However, you have to "re-route" the cables to take up the extra lengths. For example by routing the paired throttle cables in front of the "indicator stem" as they go inside the Headlamp bracket or "Headlight ear" as some people call them. You could also (more correctly) fit the optional shorter cables and then the routings are more direct (behind the indicator stem for the throttle cables for example). As you know Suzuki made shorter paired throttle cables for the L, M, A, B models and a shorter clutch cable which are shown on this page with the "Flat Bars".

However, the interesting thing is that on that page there is also a "Boot, master cylinder" 59711-33600 which is also listed as "optional" and it goes with the "Flat Bars". Most people miss this item. It is different to the NOE or "high bars" "master cylinder boot" 59711-18400 in that the "direction" of the hose is "reversed".

Why you ask? Well the answer is that if you fit the optional "Flat Bars" then the original top brake hose or "hose number 1" (59480-31010) is "too long" for the "Flat Bars". Again, this can be overcome by "kinking" the hose into a tight bend behind the headlight. It also "bunches up" everything behind the rev counter. However, Suzuki realised this problem and made the optional boot (59711-33600) so that the top hose could be fitted to the master cylinder "reversed". You have to unbolt it, remove it and then refit it the other way around. This "directs" the hose first down outside the "headlight bracket/ears" and makes everything tidy again behind the "rev counter".

So, if you fit the "optional" Flat Bars there are actually 4 modifications to carry out if you want to do it "correctly": fitting the 3 shorter cables; throttle cable 1, throttle cable 2 and clutch cable and also "reversing" the brake hose on the "master cylinder" and fitting the optional master cylinder boot.Of course you also have to remove and reverse the other end of the top hose on the brake splitter/3 way joint attached to the lower yoke"

The stock brake hose boot is shown below on the left, and the reversed one for the low bars is on the right. The full optional parts listing for the bars, cables, etc. is shown further down on this page.

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Additionally, items such as oil, grease, exhaust coupler sealant and paint were available - below are copies of the 'Optional' pages from the parts manual - just click to enlarge and then click on the right or left side of the image to page through the selection.

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