It is not the first time, and we assume that the last one, that some of the images of the registration of patents related to the VVT system in which Suzuki works for a while to this part are announced either. Particularly the one that would be destined to improve the benefits of some of its models encompassed in the low and half -displayed segments.
Recall that in 2016 we published a video where the functioning of the Suzuki Racing Variable Valve Timing (SR-VVT) was shown a system by which Suzuki varied the distribution of its GSX-R1000 in order to gain high power. As of 2020 only four brands applied this technology in one of its street models: Honda, Ducati, BMW, Yamaha and Suzuki.
Suzuki broad horizons with its VVT system
However, the Japanese firm did not want to stay there, that is, to offer this type of technology only to the rally models such as the aforementioned GSX-R1000 or its iconic Hayabusa 1300. In fact, this technical innovation has served the brand to be able to adapt the latter to the current Euro5+ regulations in anticontamination. Already in the summer of 2023 we knew firsthand how Suzuki recorded new patents of the VVT system intended precisely to this model.
Through this system the engine distribution is varied in order to gain power to high regime and reduce polluting emissions. The positioning of high revolutions valves guarantees the use of fuel and maximizes the air entry that enters into the combustion chamber of the cylinder. In addition, it guarantees us that gases leave in their entirety by the escape system.
This demonstrates the essential idea that Suzuki resorts to the VVT system, for one reason or another, to adapt to the current demands on regulations: Save on costs, as well as not having to make draft modifications in any of the key elements that make up the current Hayabusa. This same approach seems to have reached other models of smaller displacement that currently markets the brand.
This theme is not new either, since last year at this time, the first images of the patent registration related to a small bicilindrical propeller with variable valve synchronization were leaked. The concept has already been tested in production. The unique camshaft has three lobes for each cylinder, one of the exhaust and two of admission different.
Admission lobes have different lifting and duration profiles. The VVT system is based on a two -part intake valve rocker, controlled by a metal pin that is activated by oil pressure, thus allowing the change between the libulums as necessary. Although the basic engine design is maintained, the addition of the variable valve system represents significant evolution.
The latest images on this topic show that the brand continues to work on the development of its VVT system integrated in a low displacement engine (250 cc). It is believed that this technology could arrive sooner than later to brand models such as the current V-Strom 250 or GSX-250r, both driven by a water-cooled monocylinder.
The reason is none other than the one already explained above: the need to improve the performance in issues and probably also of benefits. As they detail from Visor Down: “The patent refers to a four -valve engine with a single head tree (SOHC) and includes a variable distribution system (both in raised and in duration) that is adjusted by a hydraulic actuator.”
