Suzuki PE175
1978—1984

I have tried to tell the Suzuki PE 175 model history on this page as I know it. The page is still under construction. I would be grateful of any contributions — sales brochures, magazine ads, magazine articles, pictures, specs, facts, corrections etc. Please scan the material in JPEG format (large enough that all the details are visible) and send them to me. Please tell me the source and the publication date if possible. If you send me pictures of your own bike, please follow these instructions.

1983 Suzuki PE175, Champion Yellow No.2 (YC1)

The "Pure Enduro" series of off-road racing motorcycles ran from 1977 through to 1984 in engine displacements from 175cc through 400cc. All engines were case-reed valve, air-cooled, two-stroke and single-cylinder with plain steel bores. Lubrication was provided via 20:1 pre-mix. These were directly related to the Suzuki RM series (Racing Model) range of motocross racers. During the 1970s, Suzuki had become the first Japanese producer to win a World Motocross Championship, and swept many events via the riding of stars such as  Joel Robert, Roger DeCoster, Sylvain Geboers, Gaston Rahier and Gerrit Wolsink on their RH and RN series factory racers. By 1974 the publicly available TM series (1971–1975) of racers failed to reflect the advances of the factory Grand Prix machines in performance and handling. This was recognised and within two years, replaced by the much improved RM Series machines. These became extremely popular. The direct transfer of the works Grand Prix developments into the RM Series combined for major success in the market. In the specialised Enduro field, the USA market was dominated by machines by Penton (KTM), Rokon, Husqvarna, Maico, CZ, Can-Am and others. Suzuki saw this as an area in which they could compete. In 1975, Tosh Koyama and T. Shigenoya at US Suzuki asked John Morgan to provide the factory with information about Enduros and Enduro motorcycles. He then met with a group of Suzuki's factory engineers to discuss in detail. Suzuki were also working with Graham Beamish (their UK importer), and in Autumn of 1975, undertook to take the upcoming 1977 RM250B motocrosser and add the appropriate engine, lighting and suspension changes to allow this motocross racer to run over short stretches of public roads during enduros. This was a keenly priced, well performing machine for the period. The British Trophy team entered 3 of the new PE250B into the Austrian ISDT of September 1976 and carried off 3 gold medals, despite repeated stops to allow the machines to cool. The initial 1977 PE250B proved rugged, well made and docile. The engine was effectively the 5-speed RM series motocross engine, with altered gearing, porting and a heavier flywheel, which produced only 28HP but had broader power and outstanding torque. This proved highly competitive and popular in all countries. The following year, 1978, the decision was made to widen the model range and the PE175C was released. This was again based upon an RM Series machine (the RM125) with appropriate alterations. The PE250C continued its development and had many small but effective improvements.

1978 Suzuki year code: C

The PE175C was built upon the RM125A frame and 6-speed RM125C components, along with the "A" softer suspension. No Squish-band, wider ratios, two additional clutch plates and a 32mm carburettor. Plastic 11 litre tank, except in UK (2.6 gallon alloy). Optional centre-stand. "All-in-one" tool on fork, rock-guard on swing-arm. Lighting and speedometer were provided courtesy of TS Trail/street machines. All PE's until the PE175Z had 36mm forks common across each model year with damping and spring-rate changes to suit. This new PE175C was keenly priced and proved immensely popular. Outlined ”Suzuki” on the fuel tank, no stripes. ”PE175” on the side of the saddle with white letters. Color: Champion Yellow No.2 /YU1)

1978 Suzuki PE 175 Overall Length: 2 100 mm (82.7) Overall widht: 880 mm (34.6 in) Overall Height: 1 200 mm (47.2 in) Wheelbase: 1 420 mm (55.9 in) Ground Clearance: 280 mm (11.0 in Dry Weight: 98 kg (216 lbs) Engine: Air-cooled 172 cc 1-cylinder 2-stroke, piston and reed valve. 24 hp (18 kW) @ 9 500 rpm 18.5 Nm (1.9 kg-m @ 7 500 rpm Kick start, 6 speeds. Click on the image for larger format.

1979 Suzuki year code: N

1979 saw detail/evolution changes but nothing ground-breaking on the machines. The 'N' series machines introduced a slotted section at the rear of the swing-arm, to allow the wheel, with axle, to be withdrawn. There were two bolts behind the axle to undo and remove, then take the brake cable nut and slip off the chain. The rear wheel then slipped out to the rear. The snail-cam adjusters made the re-installation and tensioning of the chain a far faster task than on the earlier models. The PE175N was virtually identical to the 175C, includes floating rear brake, snail-cam adjusters to assist with new quick change swing-arm slots. Timing changed, porting and larger 34mm Mikuni carburettor. Blinkers/battery fitted in Australia, Belgium and South Africa. Improved all-in-one tool. Outlined ”Suzuki” on the fuel tank, no stripes. ”PE175” on the side of the saddle with white letters. Color: Champion Yellow No.2 /YU1)

1979 Suzuki PE 175 Overall Length: 2 100 mm (82.7) Overall widht: 880 mm (34.6 in) Overall Height: 1 200 mm (47.2 in) Wheelbase: 1 420 mm (55.9 in) Ground Clearance: 280 mm (11.0 in Dry Weight: 98 kg (216 lbs) Engine: Air-cooled 172 cc 2-stroke, 26.0 hp (19.5 kW) @ 9 500 rpm, 21.5 Nm (2.20 kg-m) @ 8 000 rpm Here's more Suzuki PE175 info.

1980 Suzuki year code: T

1980 saw the further widening of the range, with the introduction of the PE400T. This was unusual in that the 397cc (85mm x 70mm) 5-speed engine was specifically designed for the PE Series and did not leverage the contemporary RM400 motocross engine. The 400 engine was deliberately designed as an enlarged RM250 and including primary kick. This was instigated by John Morgan of Team Suzuki in the USA. It shares mounting points and some components with the PE250 engine. In addition, 1980 saw the introduction of major advancements and refinements carried over from the RM machines, such as the alloy swing-arm, better suspension, many engine improvements and the addition of a superb quick-change rear wheel. This created a very successful range of machines covering the PE175, PE250 and PE400. For the 'T' range, Suzuki developed a much improved system that was widely praised for its intelligent design. You simply lay the machine on its left side, remove the axle, slip out a spacer and lift the wheel away from the cush-drive, without disturbing the chain or rear brake. Re-installation involved engaging the wheel hub to the brake drum/sprocket carrier, sliding in the one long spacer on the right side of the wheel, and then installing and tightening the axle. Improvments for the 1980 PE175T: Light alloy swing-arm and quick-change rear wheel. New cases, based on RM125T. New stud pattern, larger fins, additional transfer ports, timing altered. More powerful (top-end) than the earlier C/N series engine. Used the standard (small) magneto rotor/flywheel. Circle-pull throttle. Tapered head-steam bearings, air-assisted forks. 10.6 litre fuel tank. Improved all-in-one tool. New chain guide (with rollers) Outlined ”Suzuki” on the fuel tank above three tone blue tank stripes. Outlined yellow ”PE” on the side of the saddle. Color: Champion Yellow No.2 /YU1)

1980 Suzuki PE 175 Overall Length: 2 140 mm (84.3 in) Overall Width: 870 mm (34.3 in) Overall Height: 1 200 mm (47.2 in) Wheelbase: 1 430 mm (56.3 in) Ground Clearance: 320 mm (12.6 in) Dry Weight: 100 kg (220 lbs) Engine: Air-cooled 172 cc single cylinder 2-stroke, piston and reed valve. 26.5 hp (19.5 kW) @ 8 500 rpm, 22.5 Nm (2.29 kg-m) @ 8 000 rpm. Kick start, 6 speeds. Click on the image for larger format.

1981 Suzuki year code: X

1981 saw the 175, 250 and 400 being successful and popular, with limited development. The PE250X had many minor changes, but while changes were still occurring, these were not ground-breaking or major. 1981 was the last full-range year for most countries and with the focus of Suzuki moving to cleaner 4-stroke engines for the majority of their new machines and range. Effectively, 1981 became the peak year. Some of the changes for the 1983 PE175X: bash plate gone (replaced with frame rails), improved chain guide (nylon block added), new piston, altered porting, lowered compression, timing changes, muffler altered, stronger rims & spokes, gear-shift lever. Revised muffler mounting. White outlined ”Suzuki” over three tone blue tank stripe. Outlined yellow ”PE” on the side of the saddle. Color: Champion Yellow No.2 /YU1)

1981 Suzuki PE 175 Overall Length: 2 140 mm (84.3 in) Overall Width: 870 mm (34.3 in) Overall Height: 1 200 mm (47.2 in) Wheelbase: 1 430 mm (56.3 in) Ground Clearance: 320 mm (12.6 in) Dry Weight: 100 kg (220 lbs) Engine: Air-cooled 172 cc single cylinder 2-stroke, piston and reed valve. 26.5 hp (19.5 kW) @ 8 500 rpm, 22.5 Nm (2.29 kg-m) @ 8 000 rpm. Kick start, 6 speeds. Click on the image for larger format.

1982 Suzuki year code: Z

By 1982, clearly, the PE Series was now seriously lacking on-going development. Suzuki was changing its focus, pulling out of serious enduro competition and the Pure Enduro range was being curtailed. 1982 (model "Z") was the last year where all three models could be purchased and even then the 250 and 400 machines were only available in small numbers, in a small number of countries. (Mainly the UK, Australia, Canada). The larger model Z's (250/400) had a handful of minor changes but could not be described as notable improvements over the previous "X" series machines. The PE175Z and PE175D however continued to evolve, and took advantage of the new RM125 mono-shock 'Full-Floater' system to produce an outstandingly well-handling enduro machine, albeit with lack of on-going engine development. The 1982 PE175Z also got larger 38mm front forks. Centre-stand was again optional. Minor porting changes. New muffler, altered gear ratios, straight-pull spokes, new sprocket cover and larger side-stand foot. Improved chain guide (all nylon blocks). Outlined ”Suzuki” over three tone blue tank stripe. Outlined yellow ”PE” on the side of the black saddle. Color: Champion Yellow No.2 /YU1)

1982 Suzuki PE 175 Overall Length: 2 155 mm (84.8 in) Overall Width: 870 mm (34.3 in) Overall Height: 1 215 mm (47.8 in) Seat Height: 946 mm (37.2 in) Wheelbase: 1 463 mm (57.6 in) Ground Clearance: 345 mm (13.6 in) Dry Weight: 100 kg (220 lbs) Engine: Air-cooled 172 cc 1-cylinder 2-stroke, piston and reed valve. 26.5 hp (19.5 kW) @ 8 500 rpm, 22.5 Nm (2.29 kg-m) @ 8 000 rpm. Kick start, 6 speeds. Click on the image for larger format.

Suzuki PE/RS 175/250/400 specifications Dimensions and weight Overall length: 2 180 mm (85.8in.) Overall width: 865 mm (34 in.) Wheelbase: 1 350 mm (53 in.) Ground clearance: 305 mm (12 in.) Dry weight: 104 kg (229 lbs) Engine (PE175 only) Type:two-stroke Power reed valve Bore x Stroke: 62 x 57 mm (2.441 x 2.244 in) Piston displacment: 10.5 cu in. Corrected compression ratio: 7.9:1 Transmission: 6 speed constand mesh Clutch: Wet multi plate Pattern: 1 down, 5 up Chain: 106 links daido D.I.D Electrical Ignition: Suzuki "PEI" Ignition timing: 19.5 degree B.T.D.C at 8 000 r/min Brakes: Expanding type Spark plug gap: 0.5 mm Carburator type PE175: Mikuni VM32SS, VM34SS (PE175), PE250: VM36SS PE400: VM38SS, all round slide mikuni. Front fork psi: 11—18 Oil/gas ratio 20:1 (32:1 with good quality oil is fine) Tyre Sizes: Front 3.00-21, Rear 4.00-18 Recommended Spark Plug: NGK B10EGV (cold) B9EGV (hot) B8EGV (trail riding), Champion RN2C, RN3C,N2C,N3C can also be used (2 is cool and 3 is hot) Transmission oil: multi grade 20W50 motor oil, 800 ml Service & inspection: Check cylinder bore using cylinder gauge @ 20 mm (.79 inches) Standard: 2 mm — 62.015 mm, service limit 62.070 mm (after reboring, chamfer sharp metal away from ports) Piston ring: fit the ring in the bottom of the cylinder and measure the end gap: standard: .20 - .35 mm, service limit: .85 mm (.33 inches) Reed valve: Check for clearance around the valve and its seat. Should be no more than .2 mm (.008 in.) Clutch plate: Check thickness, standard 2.9 — 3.1 mm, service limit 2.6 mm (.10 inches) Clutch spring: If one clutch spring is longer, replace them all at the same time. Cylinder head torque: 14.5-21.5 foot pounds. Source: pe175.tripod.com If you notice any errors, please contact me so that I can correct them!

1983 Suzuki year code: D

PE175 was the only model from the Suzuki PE family still available in 1983. The 1983 PE175D was the "Z" with altered gearing. This meant it was easier for the novice, compared to an "A-Grade" rider, but the PE was now slower and undeveloped in comparison to the 200cc machines becoming available from other manufacturers. Some of the other changes: damping, handlebars from RM500D, fork air valves from DR500D. Outlined ”Suzuki” over three tone blue tank stripe. Outlined yellow ”PE” on the side of the blue saddle. Color: Champion Yellow No.2 /YU1)

1983 Suzuki PE 175 Overall Length: 2 180 mm (85.8 in) Overall Width: 865 mm (34.1 in) Overall Height: 1 275 mm (50.2 in) Seat Height: 935 mm (36.8 in) Wheelbase: 1 450 mm (57.1 in) Ground Clearance: 305 mm (12.0 in) Dry Weight: 104 kg (229 lbs) Engine: Air-cooled 172 cc 1-cylinder 2-stroke, piston and reed valve. 26.5 hp (19.5 kW) @ 8 500 rpm, 22.5 Nm (2.29 kg-m) @ 8 000 rpm. Kick start, 6 speeds. Here's even larger picture.

1984 Suzuki year code: E

In 1984, the last PE machine was released, the PE175E. This was effectively a run-out of the remaining machines, with minor changes. Outlined ”Suzuki” with horizontally placed three tone blue tank stripe. Color: Champion Yellow No.2 /YU1)

1984 Suzuki PE 175 Overall Length: 2 180 mm (85.8 in) Overall Width: 865 mm (34.1 in) Overall Height: 1 275 mm (50.2 in) Seat Height: 935 mm (36.8 in) Wheelbase: 1 450 mm (57.1 in) Ground Clearance: 305 mm (12.0 in) Dry Weight: 104 kg (229 lbs) Engine: Air-cooled 172 cc 1-cylinder 2-stroke, piston and reed valve. 26.5 hp (19.5 kW) @ 8 500 rpm, 22.5 Nm (2.29 kg-m) @ 8 000 rpm. Kick start, 6 speeds. Here's even larger picture.

In various countries the laws mandated that road-registered machines have lights/horn/blinkers/stop lights/mirrors in various permutations. In some countries this led to unusually large rear tail-light assemblies and round red reflex safety reflectors on some models, as Suzuki ensured their compliance with local design rules. All PE's came fitted with effective mufflers, with restrictors and double-walled expansion chambers (with mesh) to meet noise and spark restrictor laws where applicable. The USA machines usually came standard with a trip-meter and minimal AC lighting, with a speedometer as an option, whereas PE's in Australia and Belgium (for example) had speedometers, stop lights, horn, 6V DC battery and charging system to suit, by law. The UK machines did not have indicators or battery; however these did come with an AC horn. The lighting requirements varied across years and countries, so a PE in the UK, South Africa or France might have substantially different rear tail-lights and mounting assemblies to those in the USA. The French PE's (for example) continued to use the PE250B style headlamp shell, with a parking light and a yellow globe insert, due to local regulations. Also some countries (UK for example) required an alloy fuel tank rather than plastic, which is almost identical to the PE250B tank, but with altered front mounting-strap tabs. The capacity of the plastic fuel tanks varied from 12litres to 10.6litres on various models, without any obvious visual differences, possibly due to mould thickness. Suzuki usually supplied the PE with one of three different brands of tyre depending on local requirements. The standard tyre was the IRC, however some years and countries saw other brands such as Bridgestone or Dunlop fitted (run at 5-11PSI).

Suzuki were committed to international enduro racing from 1976 until they pulled out in 1982. In the UK, Graham Beamish and his staff worked out the characteristics for the ideal enduro machine and sent them to Japan during the winter of 1975. On the other side of the Atlantic Ocean, in 1975 US Suzuki requested John Morgan (who had been campaigning a modified TS250 with great success) to select three additional riders and compete in four National Enduros that year. Then in 1976, they continued to develop the PE250 and competed in a number of events with just one rider, Teddy Worrell, who did quite well. The next year, 1977, was the start of Team Suzuki, which competed in National Enduros and IDSE Qualifiers and the US team went to the ISDT in Czechoslovakia (widely considered one of the toughest ISDT events ever) with three riders comprising Teddy Worrell, Dave Hulse and Bruce Kenny. This left John Morgan and mechanic Aki Goto to address DNF's due to ring seizures on all three machines. The competition development of the PE drew heavily upon the American test team and the factory put a lot of trust in the development riders and their recommendations - much of which found its way into the production machines. For example, R&D for the first generation PE175 was one task of Drew Smith and Mike Rosso. Herluf Johnson, Ted Worrell and Gus Blakely all played major parts in development. Drew Smith, for example, made most of the pipes for all the Team Suzuki bikes. The team generally used Works Performance shock-absorbers, while working with the major Japanese companies, Kayaba and Showa, trying to develop an improved shock-absorber design. At the peak there were 16 riders representing Team Suzuki in the US. Some were National Enduro and some were ISDE - some were both.

More: Suzuki PE models

More: All Suzuki models

Sources: Wikipedia, Suzuki

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