constant-mesh, manual. The gearbox is virtually the same as that fitted to Suzuki's GT750 water-cooled triple. RE5 final drive is by 630 chain via a 14-tooth drive sprocket and 43-tooth unit at the rear wheel. Carburetion Carburetion had five separate circuits. Suzuki used peripheral ports for the RE5, as they give better high-speed running but are known to have low-speed issues. This is dealt with by using a two-stage Mikuni carburetor. An 18 mm throat splits into two small peripheral induction tracts. The primary butterfly is directly controlled by one of the five throttle cables, providing smooth low-speed running. A diaphragm controls the secondary carburetor port, and this is activated when a set vacuum is reached in the carburetor circuit. This much larger 32 mm port enters the rotor chamber between and slightly below the two small primary ports. Indirectly involved with carburetion is the unique "port valve". This small butterfly valve pivots in the rotor housing inside the secondary port and is directly controlled by another of the throttle cables. Without the port valve, the long induction tract of the secondary port would fill with traces of exhaust gasses whenever the secondary valve was closed. This occurs as the tip of the rotor passes the induction port at the end of the exhaust cycle before beginning the induction cycle. If this was allowed to happen, when the secondary throat finally opened the engine would first swallow an induction charge contaminated with exhaust gasses causing a momentary misfire and felt as a dead spot or hesitation in acceleration. The port valve is therefore effectively timed to remain closed whenever the secondary carburetor throat is closed, isolating the induction tract from exhaust gasses. Carburetor tuning involves adjusting cables controlling the primary butterfly and the port valve, among other things, illustrated by Suzuki Service Bulletin Nine. The carburetor also incorporated a fuel pump which was mechanically actuated at 35 degrees of primary butterfly movement (later changed to 28 degrees) to enrich the fuel mixture during acceleration. Ignition CDI triggered by two sets of points. A basic problem with the rotary engine design is a lack of engine braking, partially due to the mass of the rotor. Leaning of the mixture on overrun also contributes to erratic and "lumpy" running. One way to solve the problem is to shut off ignition entirely on overrun, but this leads to excessive contamination of the combustion