_ LJ-50

By 1975 it changed name to SJ in Japan, leaving LJ to foreign markets also adds to a third cylinder engine, now that Suzuki has three cylinders, still working two days, but with a displacement of 539cc. to get to 33 horsepower. The final speed is greatly improved, because now the LJ can reach the top speed of 92km / h, increasing the power-weight ratio of Suzuki.

Changes in Japanese law can install the spare on the rear of the vehicle and the entry of another companion (though the engine’s torque was not the happiest with it). the LJ50, now known in Japan as sj10, can not enter the U.S. market because the emissions laws did not allow for two-stroke road.

For the first time observed the hood air intakes and mid-1976 changes the front, widening and curved ends with lanterns giving larger.

Export of this machine starts to increase, as a result many of these LJ50 came to Latin America (Peru, Bolivia, Panama, etc..) And even some can be seen in parts of Chile, which are still used for the practice offroad, especially thanks to the convenient differential relationship.

A very interesting option in the LJ was the PTO (Power Take Off), a power socket connected via a cardan from the transfer case to a small 500-kg winch installed at the rear of the cabin, which could also be reeemplazado by a water pump or other applications. This could be connected from the command post and worked according to engine speed.

Suzuki LJ50, fully restored to factory defaults.



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