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Suzuki LC10 engine
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Suzuki LC10 engine
LC10 was the original name given to a series of very small three-cylinder, two-stroke engines built by Suzuki Motor Corporation in the 1960s and 1970s. They were used in a number of kei class automobiles and light trucks. The LC10 and its derivatives did not completely replace the FE and L50 two-cylinders, which continued to be used mainly for light commercials. The LC10 engine was developed together with the Suzuki B100 engine, a 8–11 PS (5.9–8.1 kW) 118.9 cc (7.26 cu in) single-cylinder motorcycle engine which shared the same bore and stroke. For longevity and convenience, the LC10 received Suzuki's new "Posi-Force" auto-lubrication system, eliminating the need for pre-mixed fuel.
The engine was first seen in air-cooled form, equipped with three Mikuni VM carburettors, in the 1967 LC10 Suzuki Fronte 360. Displacement was 356 cc (21.7 cu in), from a bore and stroke of 52 mm × 56 mm (2.0 in × 2.2 in). Originally developing 25 PS (18.4 kW), a 36 PS (26.5 kW) SS version soon appeared, with a stunning 101.1 PS/L (1.634 hp/cu in). For the conventionally laid out Fronte Van, Estate, and Custom a single carburettor version was used. Combined with a lower compression ratio of 6.8:1, this meant a max power of 25 PS (18.4 kW). For 1971, the LC10 engine received Suzuki's new self-lubricating "CCIS" system (Cylinder Crank Injection and Selmix).
In 1969, Japanese racing car manufacturer Nialco built a single-seater called the RQ which utilized the triple-carb LC10 engine and competed in the RQ ("Racing Quarterly") Minicar Racing Tournament. Their best result was a fourth in the 1969 meet at Fuji, with Kikuo Kaira (future co-founder of Tommy Kaira) at the wheel.
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In May 1971, as kei cars were becoming more and more sophisticated, a water-cooled version was presented. The air-cooled versions were soon relegated to use only in the cheapest versions, and disappeared entirely after 1973 as emissions standards became more stringent. The watercooled versions also had slightly better weight distribution (38/62 versus 37.5/62.5), due to the radiator being mounted up front. This, the LC10W, was the only engine ever to be installed in the iconic Suzuki Fronte Coupé, whether in domestic or export market cars. The new 1973-1976 "oval shell" Fronte received the new LC20 chassis code but retained the LC10W engine code. In May/June 1974, power outputs dropped as the engine received additional emissions cleaning equipment. A version using Suzuki's Twin Catalyst ("TC") system was announced on the Fronte LC20 in May 1976 but only 61 examples were built.
From 1973 the LC10W engines also received Suzuki's SRIS (Suzuki Recycle Injection System), a method for lowering visible exhaust smoke by collecting and burning residual oil/gas lying in the bottom of the crank chambers. This was first seen on the Suzuki GT750, GT550, and GT380 motorcycles. In an effort to reduce CO, HC, and NOx emissions, the EPIC (Exhaust Port Ignition Cleaner) system was also installed.
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Suzuki LC10 engine AI simulator
(@Suzuki LC10 engine_simulator)
Suzuki LC10 engine
LC10 was the original name given to a series of very small three-cylinder, two-stroke engines built by Suzuki Motor Corporation in the 1960s and 1970s. They were used in a number of kei class automobiles and light trucks. The LC10 and its derivatives did not completely replace the FE and L50 two-cylinders, which continued to be used mainly for light commercials. The LC10 engine was developed together with the Suzuki B100 engine, a 8–11 PS (5.9–8.1 kW) 118.9 cc (7.26 cu in) single-cylinder motorcycle engine which shared the same bore and stroke. For longevity and convenience, the LC10 received Suzuki's new "Posi-Force" auto-lubrication system, eliminating the need for pre-mixed fuel.
The engine was first seen in air-cooled form, equipped with three Mikuni VM carburettors, in the 1967 LC10 Suzuki Fronte 360. Displacement was 356 cc (21.7 cu in), from a bore and stroke of 52 mm × 56 mm (2.0 in × 2.2 in). Originally developing 25 PS (18.4 kW), a 36 PS (26.5 kW) SS version soon appeared, with a stunning 101.1 PS/L (1.634 hp/cu in). For the conventionally laid out Fronte Van, Estate, and Custom a single carburettor version was used. Combined with a lower compression ratio of 6.8:1, this meant a max power of 25 PS (18.4 kW). For 1971, the LC10 engine received Suzuki's new self-lubricating "CCIS" system (Cylinder Crank Injection and Selmix).
In 1969, Japanese racing car manufacturer Nialco built a single-seater called the RQ which utilized the triple-carb LC10 engine and competed in the RQ ("Racing Quarterly") Minicar Racing Tournament. Their best result was a fourth in the 1969 meet at Fuji, with Kikuo Kaira (future co-founder of Tommy Kaira) at the wheel.
Applications:
In May 1971, as kei cars were becoming more and more sophisticated, a water-cooled version was presented. The air-cooled versions were soon relegated to use only in the cheapest versions, and disappeared entirely after 1973 as emissions standards became more stringent. The watercooled versions also had slightly better weight distribution (38/62 versus 37.5/62.5), due to the radiator being mounted up front. This, the LC10W, was the only engine ever to be installed in the iconic Suzuki Fronte Coupé, whether in domestic or export market cars. The new 1973-1976 "oval shell" Fronte received the new LC20 chassis code but retained the LC10W engine code. In May/June 1974, power outputs dropped as the engine received additional emissions cleaning equipment. A version using Suzuki's Twin Catalyst ("TC") system was announced on the Fronte LC20 in May 1976 but only 61 examples were built.
From 1973 the LC10W engines also received Suzuki's SRIS (Suzuki Recycle Injection System), a method for lowering visible exhaust smoke by collecting and burning residual oil/gas lying in the bottom of the crank chambers. This was first seen on the Suzuki GT750, GT550, and GT380 motorcycles. In an effort to reduce CO, HC, and NOx emissions, the EPIC (Exhaust Port Ignition Cleaner) system was also installed.
Applications:
Specifications
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