Suzuki Kt 120 Trail

SUZUKI KT 120 TRAIL

Heel, toe and away we go ...

SMALL displacement motorcycles are heading for the brush in droves-in beds of pickups, strapped to camper rears, and in trailers. This one, the Suzuki KT120 Trail, is just a little different-it can be ridden to the boondocks, if the distance isn't too great, then, with the flick of a heel lever, can be transformed for a thrash in the bush.

The KT 120 is a tidy little machine, powered by a single-cylinder two-stroke of 118 cc piston displacement, aimed at the vacation/weekend pleasure rider, the family, the man who likes to explore, the hunter, the camper, the fisherman.

This machine supersedes the Suzuki Bearcat, which was delivered with a four-speed gearbox. The KT 120 features, and this is the bike's main claim to fame, heel-shifted two-speed auxiliary gearing, coupled to a conventional three-speed, toe-shifted transmission. In high range, the KT120 achieves secondary road and city street speed; in low range, the bike becomes an eminently satisfactory trail machine. This two-stage gearing arrangement is called Posi-Select by Suzuki. And the changes are positive; disengagement of the clutch and a tap of the left heel complete the range change.

If there is a penalty to be paid for two speed ranges, it is the ultra stump-puller gearing of the low range. It seems Suzuki has not been able to accommodate four speeds into the gearbox to be used in conjunction with the two-speed auxiliary. Or, perhaps Suzuki engineers believe three main box speeds are sufficient. In first gear, low range, the little engine soon runs out of breath; low, low, overall gear ratio is 37.11:1, and top, low, is 17.43:1.

Even in third gear, low range, the rider must be careful to roll off the throttle to prevent overrewing of the engine. An extra ratio at the top would be a distinct asset. And, the engine can be overspeeded quite easily in third gear, high range, when traveling on the highway. In a dragstrip test, only 9.78 sec. separated eighth-mile and quarter-mile e.t.s. Terminal speed at the end of the eighth-mile was 45.61, as compared with 50.21 for the quarter. Top gear in road range is only 8.76:1. Again, another gear on top would be welcome in the form of improved road cruising speeds-and would add hours to the life of the engine.

Summing up Posi-Select, the high range can be employed for to-the-boondocks work. The other set of gears, the low range, is ideally suited for off-road riding. Power transmitted is adequate to meet the majority of situations with the load of an average sized rider.

The powerplant itself produces a healthy 9.5 bhp at 6500 rpm. However, power development is lacking below 4000 rpm; thus it is necessary to keep the engine at a high whine if power and torque are required for hillsides or soft surfaces.

As with other Suzuki models, a Posi-Force oiling system is used with the KT 120 engine. This is a total loss system which is regulated by throttle position, and feeds lubricating oil directly to moving parts. Many two-stroke motorcycle engines rely solely on a gasoline/ oil mixture to lubricate piston, main bearings and big-end bearings. Suzuki claims the PosiForce system is the most modern of twostroke oiling systems, and increases engine longevity to a considerable degree.

Engine castings are finished with the qualhave come to expect in Japanese equipment. The 20-mm carburetor is housed inside a polished aluminum casing to add a touch of elegance to the engine compartment.

Hot or cold, the engine bursts to life with seldom more than two prods of the right-side kick starter. No electric starter is fitted, but the machine starts so easily that the pushbutton blastoff isn't missed. However, if a rider finds himself precariously balanced on the edge of a precipice with his KT120's engine stalled, he would certainly find the thumb-start to his liking.

The word "little" seems to crop up numerous times in this report. The KT120 is small. Two-up riding can be accomplished, but it is crowded, to say the least. The seating position is comfortable, solo, even for a man of oversized stature. The machine weighs 216 lb. This lithe build is readily apparent in ease of handling and precise control. Even over the roughest terrain, an experienced rider can easily cut a hairline trail, and can put that front wheel exactly where he wants it. And, small size makes the KT 120 easy to retrieve from inappropriate places, which overexuberant beginners seem to find, but a short wheelbase, 48 in., creates a tendency for the bike to pitch when running over undulating terrain. And, cresting sharp rises without caution can result in embarrassment.

CYCLE WORLD IMPRESSION

If the KT120 is small, it is also well made and well fitted out. The frame is of pressed steel construction, with the in-unit engine securely fastened in four places at the rear of the gearbox. Two secondary downtubes extend from the steering head to just forward of the engine unit. The bash plate is fastened to these down tubes, and to the frame at a point just below the swinging arm attachment. These downtubes do not join to the front of the engine unit. If they did, they would perhaps provide additional rigidity, and resistance to torsional stresses. Even without added structural strength, however, the KT120's steering is solid and true.

Atop the tubes is a 2.5-gal. fuel tank, sufficient for nearly 100 trail miles, or about five hours of offor on-road activity. The KT120, in standard trim, is supplied with block tread tires. Also standard is a hefty bash plate, which clears the ground plane by 7 in. A luggage rack, fitted to the rear of the saddle, above the taillight, is standard as well. This rack has an adequate number of tie-down points for securing bedrolls, tents and like equipment.

Six-in. diameter single leading shoe brakes are fitted front and rear. The KT120's braking efficiency is more than adequate for the machine's size and weight, and for the uses to which it is to be put. Of course, almost any motorcycle's wheels can be locked on a hard, sandy surface, and the KT 120 is no exception. However, this bike's brakes are sufficiently flexible to give any rider ample feel in that delicate area between tire adhesion and total lockup. On hard pavement, the braking system halted the KT120's 386-lb. all-up weight in 34.7 ft. from 30 mph. Even with trail tread tires, this figure is well above average.

Suspension is by a conventional hydraulically damped telescopic fork at the front, and at the rear by telescopic shock absorbers and coil springs contained in chromium plated covers.

A chromium plated fender, mounted well above the front wheel, allows ample room for mud, stones and sticks to follow the tire around before being flung off, without jamming the wheel. The rear mudguard also offers good protection from missiles.

U. S. Forest Service regulations restrict many motorcycles from range and woodland areas for absence of a spark arrester. An arrester, which conforms to current U. S. specifications, is standard equipment with the KT120; and the high level exhaust system is tucked neatly away on the right side of the machine, where it offers no interference to the rider.

The only instrument fitted to the KT 120 is an odometer/speedometer combination. It's easy to read, with no control cables or handlebar obstructing the rider's view.

An accessory that would be welcome on the small Suzuki is a side stand. The standard center prop stand works well enough, but the speed and ease of operation of a side kickstand could only add to the convenience of the machine.

The heel/toe Suzuki is a multi-purpose machine, yet the KT120, as a road bike, falls something short of the mark. That is of no great consequence, however, as the stated purpose of the bike is trail use. The KT 120 is essentially a trail bike, and, as such, approaches the ideal as closely as any machine on the market today.