Da, şi cam asta e tot ce am găsit:
VX 800 model mystery
Which model do I have??
The number is: VS51A 104178. First plates 1992.
This is what I got from Suzuki in Japan:
This bike is a 1991 model VX800M, E-18 Spec, production date: 21 November 1990, Body color: 19A.
My VX800 was originally sold in Schweitz with code 45C30 stamped on the carburettor. The engine is a VS51A type which is the American style engine with 45 degree ignition timing. Type VS51B has 75 degree ignition timing Could anyone please explain why a VS51A was sold in Schweitz?????
Modifications: Wuerth (Wirth) progressive front springs. Krauser bags. Rifle windscreen.
I have discovered that there are two basic models: (All models have 45 degrees between the cylinders)
VS51A Made for USA with 45 degrees between pistons, 50 HP.
VS51B For all other countries with 75 degrees between pistons. 61 / 60 / 50 / 34 HP.
The VIN says VS51A 107250.
The number means that your VX was made in 1993 (P). Probably somewhere in
the first half of the year because the first serial number of 1993 was
106901.
VS 51 A is the code for the VX.
Only the German type is VS 51 B. But don't ask me why because I don't know.
107341 was made in July 1993.
919 VXs were made in 1993.
104178 production data is 21/11-1990 model is M
107341 /07-1993
108261 01/01-1994 First model in 1994
Model L = 1990 Serial no from lOOOOl to 102431
Model M = 1991 Serial no from 102432 to 105084
Model N = 1992 Serial no from 105085 to 106900
Model P = 1993 Serial no from 106901 to 107819
Model R = 1994 Serial no from 107820 to 108645
Model T = 1995 + Ser 108646 - ?
Seen at Hein Gericke:
Model L = 1990 Serial no from lOOOOl-
Model M = 1991 Serial no from 101718-
Model N = 1992 Serial no from 103189-
Model P = 1993 Serial no from 104782-
Model R = 1994 Serial no from 106373-
Model T = 1996 Serial no from 108324-
VXEOOL :
VS51A-lOOOOl-VX8OOL/UL(E22) :
VS51B-lOOOOl-VX8OOL(E24) :
JSlVS5lA L2100001-VX8OOM :
VS51A-102432-VX8OOM/UM(E22) :
VS51B-101718-VX8OOM(E24) :
JSlVSSlA M2100001-VX8OON :
VS51A-105085-VX8OON/UN(E22) :
VS5lB-103189-VX8OON(E24) :
JSlVSSlA N2100001-VX8OOP :
VS51A-106901-VX8OOP/UP(E22) :
VS51B-104782-VX8OOP(E24) :
JSlVSSlA P2100001-VX8OOR –
VS51A-107820-VX8OOR/UR(E22) :
VS51B-106373-VX8OOR(E24) :
JSlVSSlA R2100001-VX8OOT :
VS51A-108646-VX8OOT/UT(E22) :
VS51B-108324-
Every year model got each own letter code and colour possibilities:
L 1990 Maroon, blue, Black
M 1991 Black, silver, Red
N 1992 Maroon, black, Purple, Candy Antares Red
P 1993 Maroon, black
R 1994 Maroon, purple
T 1995
U ?
The Candy Antares Red was ONLY built in 1992.
Black surrounds to the speedo on 90-92 models.
Every year model is produced for various countries with each own E-kode:
E-01 General standart export model Carb no.: 45C40
E-02 England Carb no.: 45C00
E-03 USA (Not California) Carb no.: 45C10
E-04 France Carb no.: 45C00
E-15 Finland Carb no.: 45C00
E-16 Norway Carb no.: 45C40
E-17 Sweden Carb no.: 45C70
E-18 Schweitz Carb no.: 45C30
E-21 Belgium Carb no.: 45C00
E-22 Germany Carb no.: 45C50
E-22 Germany (U-Type 34 HP?) Carb no.: 45C60
E-24 Australia Carb no.: 45C50
E-25 Holland Carb no.: 45C00
E-28 Canada Carb no.: 45C00
E-33 California (USA) Carb no.: 45C20
E-34 Italy Carb no.: 45C00
E-39 Austria Carb no.: 45C50
E-53 Spain Carb no.: 45C40
Here is what I have found on the internet:
From Cycle World Review 1992:
First Suzuki gave it a 3mm larger bore to bring the displacement from 747 to 805cc and then came a larger radiator to handle the cooling chores of the larger engine. At some point in the motorcycles development the company changed the crankpin offset from 45 to 75 degrees in hope of creating a smoother running motor. But just as production began American Suzuki Engineers decided that the new offset resulted in less mid-range power as well as a too sanitized exhaust note. One that didn't sound very V-Twin like. Presto, now the US models come with the 45-degree offset while the rest of the world gets the 75-degree staggered crankpins.
That crankpin offset might be the culprit behind the fact that the US model's engine does produce some vibration. But the buzzing only get intolerable above 6000 rpm and that’s well above the cruising zone for the torque motor. The big Vee pulls well from low revs and at 60mph its barely turning 4000rpm.
There are two main models of VX, with many more minor variants (the shop manual lists 17 different models!). The major variants are the US vs. the rest of the world. The two major differences between the US model and the European model are:
• The US model has lower overall gearing, making the engine rev slightly higher at the same speed (see Gearing section below), and
• The US model has a 45 degree crankshaft angle rather than the 75 degree angle that the euro version has). Apparently the 75 degree engine wasn't thought to have enough "character" for the American market. It was thought to make the engine feel "lifeless".
As of 1997, the VX is still sold in much of Europe (Germany, Belgium, and the Netherlands at least). It's no longer sold in Canada, and I believe not in the U.K. either.
I have an article from CYCLE dated July 90 which once I've got a new XP
compatible scanner I'll scan in and send to Brian to put on group list. In
the article (quote article) "it clearly states that the Europeans wanted
maximum smoothness at elevated engine speeds, so their VX800 retains the
75-degree crank. While this crankshaft arrangement smoothes vibration at
supralegal speeds, American Suzuki test riders claim it also makes the VX800
engine feel flat and dull at lower (read US) speeds. So the US VX borrows
the 45-degree crankshaft from the 750 intruder, and receives a more
charismatic exhaust cadence.
We can't testify to the power characteristics of the European model, but the
Kerker dyno says the US VX is a torque monster, with a broad powerband that
packs big numbers at low engine speeds. Peak horsepower - 52.8 - hits at
7500 rpm; maximum torque - 43.7 foot-pounds - comes in at 4500 rpm. More
impressive is the VX's torque spread: The engine makes 96% of maximum torque
at 3500 rpm, and never dips below 84% all the way to 7500 rpm. Laid beside
the VX's dyno curve, even a towering torquer like Suzuki's 1100 Katana looks
peaky.
In the top two gears, the VX outruns the big dogs, sprinting past BMW's K1,
Honda's torquey and high-tech VFR750F, even Kawasaki's mighty ZX-11. It
takes a midrange monster like Yamaha's FJ1200 to pull clear of the VX800.
When it comes to roll-ons, the list of quicker bikes is far shorter than the
list of those left in the VX800's dust. (end of quote article).
I bought another VX August this year a Japanese Import which has the 45
degree crank and I can testify to the fact that there is indeed a noticeable
difference. At higher speeds my import as stated in the article isn't as
smooth but in the 40-80 mph real world of biking to overtake you just blip
the throttle and you're past. I've put it away for the winter now but I rode
it for a couple of months in the good weather and it's much more responsive
and quicker than my Euro model when overtaking cages.
Es wurden insgesamt zwei verschiedene VX-Typen gebaut. Von jedem Typ gibt es weiterhin viele unterschiedliche Varianten in Abhängigkeit vom Baujahr etc.
VS 51 A: US-Modell, Hauptunterschied: 45° Versatz der Zßndfolge (entsprechender Versatz Kurbelwellenzapfen) fßr Harley-Sound, ca. 50 PS Leistung. Der Motor ist nahezu mit der VS 800 identisch.
VS 51 B: Alle Länder ausser United Staates und Angrenzende, Hauptunterschied: 75° Zßndfolge (Versatz der Kurbelwellenzapfen) fßr mehr Laufruhe, 61/60 PS Leistung. Veränderte Nockenwellen, andere Vergaser, Auspuff etc.
In Deutschland wurde die VX 800 des Typs VS 51B in 4 Leistungsvarianten (34, 50, 60, 61 PS) ausgeliefert.
Leistungsvarianten VS 51 B (Deutschland/Ăstereich) ab Werk
61 PS StandardmäĂige Auslieferung bis Ende 1995, keine Drosselung,
VergaserhauptdĂźsen vorn eine 120er, hinten eine 132er
60 PS ab 1996 standardmäĂige Auslieferung,
der Leistungsverlust resultiert aus verändertem Auspuff infolge strengerer Geräuschgrenzwerte :-(
50 PS Durch HauptdĂźsen der GrĂśĂe 122,5 vorn, 135 hinten und Anschläge fĂźr die Gasschieber veränderte Vergaser reduzieren die Leistung auf 50 PS
34 PS zusätzlich zur 50 PS-Drosselung reduzieren Drosselblenden die Vergaserdurchlässe. Dann bleiben nur 34 PS ßbrig.
In der Schweiz hat die VX nur 50 PS, mit HauptdĂźsen 125 vorn und 135 hinten sowie hĂśherer Leerlaufdrehzahl fĂźr die HĂśhenluft :-)
NatĂźrlich verwischen die Grenzen zwischen den Typen und Varianten dank Grauimporten und UmrĂźstungen. Desweiteren fahren nachträglich gedrosselte Varianten herum, deren Drosselung sich von der werksmäĂigen unterscheidet. Und es gibt noch entdrosselte VX, bei denen die HauptdĂźsen nicht angepasst (verkleinert) wurden.
<small>--- Mesaj completat în 13 Mar 2008 16:00 -------------</small><br/>Salutare,
Zilele trecute am avut timp să verific şi să fac o revizie de primăvară, aşa că am dat jos rezervorul, frame cover-ele şi locaşul bateriei. Am curatat tot ce s-a putut curata, ocazie cu care am verificat şi filtrele de aer. Astea cam trebuie înlocuite, dar le las până face 54k aşa cum scrie la carte. Am spălat tot ce am putut prin locurile pe unde nu ai acces zi de zi şi am schimbat toate furtunele de la alimentarea cu combustibil, pentru că erau cam coapte. Am verificat uleiul în motor, în grup şi lichidul de răcire. Mi-am verificat şi cablurile de acceleraţie, şoc, ambreiaj şi la gata, după ce am adunat totul la loc, am trecut la sincronizarea carburatoarelor cu o ustensilă "home made" (operaţie deloc uşoară, care mi-a luat vreo oră şi jumătate, dar care a reuşit şi de care sunt foarte mulţumit). Motocicleta numa' râde acum. Aştept ziua de bani, ca să umplu rezervoru de benzină şi să trag o tură mai lungă. Dar asta numai săptămâna viitoare, după ce îmi vin ceasul de compresie şi fişele de bujii. Până atunci să auzim de bine.
Adminii de ce , atunci când scriu cu diacritice cuvantul curata imi apare poponeataaţa