Editing Suzuki PE175E

{{Infobox Motorcycle
|name             = [[Suzuki]] PE175E
|image            = [[File:suzuki_pe175_83_03.jpg|frameless|Suzuki PE175E]]
|aka              = 
|manufacturer     = Suzuki
|parent_company   =
|production       = 1983 - 84
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Two stroke, single cylinder, [[piston]] and reed valve
|bore_stroke      =
|compression      = 7.9:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Suzuki PEI
|spark_plug       = NGK B10EGV, Champion N-59G
|battery          =
|transmission     = 6 Speed
|frame            = Single-downtube, dual-cradle frame; box-section aluminum swing arm
|suspension       =Front: Leading-axle air-assisted fork with 38mm tubes <br>
Rear: Gas-charged remote-reservoir mono-shock absorber, adjustable for spring preload and rebound damping
|brakes           =Front: Drum, internal expanding <br>Rear: Drum, internal expanding
|front_tire       = {{tire|3.00-21 4PR}} 
|rear_tire   	  = {{tire|4.00-18 4PR}} 
|rake_trail       =
|wheelbase        = 1448 mm / 57.0 in
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       =
|wet_weight       =
|fuel_capacity    = 12 Litres / 3.2 US gal / 2.6 Imp gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   = 2.3 m / 7.5 ft
|related          =
|competition      =
}}



==Engine==
The engine was a Air cooled cooled Two stroke, single cylinder, piston and reed valve. The engine featured a 7.9:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet, multiplate.  

==Chassis==
It came with a 3.00-21 4PR front [[tire]] and a 4.00-18 4PR rear tire. Stopping was achieved via Drum, internal expanding in the front and a Drum, internal expanding in the rear. The front suspension was a  Leading-axle air-assisted fork with 38mm tubes while the rear was equipped with a Gas-charged remote-reservoir mono-shock absorber, adjustable for spring preload and rebound damping. The PE175E was fitted with a 12 Litres / 3.2 US gal / 2.6 Imp gal fuel tank. The wheelbase was 1448 mm / 57.0 in long.  
== Photos ==
[[File:suzuki_pe175_83_03.jpg|600px|Suzuki PE175E]]
[[File:Suzuki-PE-175-84.jpg|600px|Suzuki PE175E]]
[[File:suzuki_pe175_83_02.jpg|600px|Suzuki PE175E]]

== Overview ==
Suzuki PE 175E













Two out of five of the main manufacturers of
enduro bikes have dropped their 250s, leaving their 175/200s in the spotlight.
The PE175E is one of those, ready for your scrutiny.
If you picture technological progress as a
race, it's safe to say Suzuki got the holeshot into the '80s with its off-road
bikes. Suzuki started with fundamentally sound designs and then stuffed the
competition with blockbusters like the Full Floater rising-rate suspension
system.
The original versions of the PE175 benefited directly from Suzuki's success in
the early '80s. The twin-shock PE was a good bikewith the right kind of power,
if not exactly enough of it, and stable and precise handling. The Full Floater
PE, introduced in '82, was even better. Competing against the Can-Am,' Kawasaki,
Honda and Yamaha, the PE struck a fine compromise between tractable power (like
the Honda's) and screaming top-end power (like the Can-Am's and Yamaha's).
So why the history lesson? Simple. The PE175E is stuck in 1982. It's virtually
unchanged from the Z-model, while the other manufacturers are moving right ahead
with the calendar. After a year-long hiatus, Can-Am is back with a completely
redesigned single-shocker. Kawasaki bumped the KDX to 200cc last year, and
Yamaha did the same this year. Honda finally sloughed its old two-valve engine
and bolted an RFVC powerplant onto the XR chassis. The competition is on the
move.
In contrast, Suzuki has, since '82, refined the
PE's gearing. The E-model has a lower final-drive ratio, higher first and third
gears, and slightly different second, fourth, fifth and sixth gears. The net
result is to lower first and third slightly, and essentially maintain the
overall ratios of the rest. That's about it for refinement other than cosmetic
changesa blue frame and fork boots, yellow fork tube protectors, new tank
graphics and a gold handlebar.
Nevertheless, thanks to several solid basic
qualities, the PE is still competitive for many riders in particular
applications. The engine, for example, has nice smooth power characteristics.
With fairly heavy flywheels it gains revs slowly, avoiding bursts of power.
Consequently, on tight trails that call for some finesse, the PE excels,
especially for novices and intermediates.
Less-than-expert riders may find, too, that the
Suzuki cranks out quite enough power for wide-open crosscountry riding. It's
true that even back in '82 the PE's chief two-stroke competitors developed more
mid-range and top-end power than the 175, and with their redesigns that gap has
widened. But despite the numbers the PE is no slouch. Although trying to wring
out the final pony may frustrate top-rank experts, most riders will find they
can usually ride the Suzuki as fast as their own ability allows.
Credit for the quality of the powerband and
soundness of design goes to the factory's effort developing world-class
motocross machinery, and to the defunct Team Suzuki's experience applying that
technology to the enduro bikes. The latest-generation powerplant, for example,
uses the same porting layout (six transfers, a bridged intake and exhaust) and
the same reed-valve induction design as the RM motocrossers. The PE, however,
boasts carefully altered port timing and exhaust tuning that suit the powerband
to woods work. Although the development is still paying off, it can't make up
for the competition's extra 25 cubic centimeters or a year or two of careful
refinement.
This year the PE's long suit, consequently, is
its handling. In this regard, enduro bikes are penalized less than motocrossers
for lagging behind technologically. Though the running gear is unchanged,
Suzuki's engineers developed a good package the first time around. The
full-cradle frame hooks to a box-section aluminum swing arm and produces
straightforward geometry. With a 57-inch wheelbase, a 28-degree rake and 4.5
inches of trail, the PE reacts to steering input a trifle slow; on the other
hand, it feels stable even when your technique is a little sloppy. In any case,
there's some latitude to raise the fork tubes in the triple clamps, so you can
experiment with the geometry and quicken the steering if you want.
Since enduro riders value a low seat height,
manufacturers have in general avoided super-long-travel suspension. As a result,
the PE's 10.6 inches of travel front and rear is right in the ballpark. Up front
the air-assisted fork reacts well to bumps of all sizes, and the damping
complements the springing nicely. With four-way adjustable rebound damping, the
rear shock too performs well for 170-pound ridersresisting bottoming, reacting
fluidly to stutter bumps and offering enough compression damping to aid
springing.
In respect to its overall weight, the PE is
showing its age. Yamaha's IT has long held a 14-pound advantage over the Suzuki,
and Kawasaki cut a sizable amount during last year's redesign of the KDXit
weighs in 17 pounds lighter than the Suzuki. You really feel the PE's extra
pounds on tight trails when you have to flick the bike side to side quickly.
There, the Suzuki is more difficult than the KDX or IT to snap around with body
English.
Furthermore, the more aggressively you ride, the more you'll notice the front
brake's limited power and feel. If you ease on the brake, it helps stop the bike
pretty well, but there's no point at which you can modulate any serious power.
Experts intent on competing should study the variety of machinery available in
the hotly competitive 175/200cc class. Though no company has made any startling
breakthroughs in development, refinement has yielded definite, if small,
resultsand a minor advantage is all an expert needs to win.
The flip side is that the Suzuki is still a good bike for less-than-serious
enduroists and most definitely a fine machine for Sunday play riders. It has
good power, precise and stable handling, and proven reliabilityqualities always
at a premium.


{|  class="wikitable"
|- 
!Make Model
|Suzuki PE 175
|- 
!Year
|1983 - 84
|- 
!Engine Type
|Two stroke, single cylinder, piston and reed valve
|- 
!Displacement
|172 cc / 10.7 cu in
|- 
!Bore X Stroke
|62 x 57 mm
|- 
!Compression
|7.9:1
|- 
!Cooling System
|Air cooled
|- 
!Lubrication System
|Fuel/oil premix, 20:1
|- 
!Induction
|Mikuni VM34SS carburetor
|- 
!Ignition
|Suzuki PEI
|- 
!Spark Plug
|NGK B10EGV, Champion N-59G
|- 
!Starting
|Kick
|- 
!Max Power
|18 kW / 24 hp @ 9500 rpm
|- 
!Max Torque
|18.5 Nm / 1.9 kgf-m / 13.7 lb-ft @ 7500 rpm
|- 
!Clutch
|Wet, multiplate
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|Chain, DAIDO DID 520UB, 106 links
|- 
!Primary Reduction
|2.761 (58/21)
|- 
!Final Reduction
|4.000 (48/12)
|- 
!Gear Ratios
|1st 3.00 (33/11) / 2nd 2.142 (30/14) / 3rd 1.647 (28/17) / 4th 1.300 (26/20) / 5th 1.045 (23/22) / 6th 0.875 (21/24)
|- 
!Frame
|Single-downtube, dual-cradle frame; box-section aluminum swing arm
|- 
!Front Suspension
|Leading-axle air-assisted fork with 38mm tubes
|- 
!Front Wheel Travel
|270 mm / 10.7 in
|- 
!Rear Suspension
|Gas-charged remote-reservoir mono-shock absorber, adjustable for spring preload and rebound damping
|- 
!Rear Wheel Travel
|270 mm / 10.6 in
|- 
!Front Brakes
|Drum, internal expanding
|- 
!Rear Brakes
|Drum, internal expanding
|- 
!Front Tire
|3.00-21 4PR
|- 
!Rear Tire
|4.00-18 4PR
|- 
!Rake
|28o
|- 
!Trail
|113 mm / 4.45 in
|- 
!Steering Angle
|45o (left & right)
|- 
!Turning Radius
|2.3 m / 7.5 ft
|- 
!Dimensions
|Length: 2100 mm / 82.7in Width: 880 mm / 34.6 in Height: 1200 mm / 47.2 in
|- 
!Wheelbase
|1448 mm / 57.0 in
|- 
!Ground Clearance
|280 mm / 11.0 in
|- 
!Dry-weight
|106.7 kg / 234.5 lbs
|- 
!Transmission Oil Capacity
|0.8 Litres / 0.85 US qt / 0.7 Imp qt
|- 
!Fuel Capacity
|12 Litres / 3.2 US gal / 2.6 Imp gal

|}

[[Category:Suzuki motorcycles]]