Something Extra From Suzuki
Something Extra From Suzuki
A Late Model Introduction for an Automatic, a Bigger Twin, and new Small Singles for Dirt and Street.
When Suzuki proudly displayed its collection of new 1982 motorcycles last fall, there were some noticeable gaps in the lineup, mostly at the small end. Suzuki representatives just smiled when asked about more models that could be on the way. Now there's a second new model introduction for Suzuki's new 125, 250, 300 and 450 auto matic models.
Three versions of the new 125 and 250 are offered. There are SP dual purpose models, DR off-road models and the GN street series. The smallest engine is the simplest. It’s a two-valve 125cc fourstroke, bore and stroke of 57 x 48.8mm, 9.5:1 compression ratio, chain-driven overhead cam. Details of the engine vary with the application, for instance, the SP and DR models have six-speed transmissions, while the GN gets a five-speed transmission and an electric starter replaces the kick starter of the dirt-oriented machines. Models with the kickstart get a 22mm slide throttle Mikuni, while the GN comes with a 26mm CV Mikuni. Ignition is transistorized with electronic advance on the street bike, CDI on the other two. On all models the frame uses the engine as the lower stressed member, but only the GN has twin shocks on the end of the swing arm. The SP and DR have the single shock Full Floater rear suspension as used on the motocross machines, along with leading axle forks.
The larger 250 series has the same sort of differences, with the electric starter and twin shock rear suspension on the street model, and the SP and DR coming with Full Floater suspension and higher exhaust. The 250cc motor isn’t an enlarged 125, but a smaller version of the SP500 motor, with a four valve head and Suzuki’s Twin Swirl Combustion Chamber. There’s also a gear driven counterbalancer on the 250.
Bore and stroke are 72 x 61.2mm, compression ratio 8.9:1, carburetion is a 34mm CV Mikuni on the street legal bikes and a 28mm slide throttle Mikuni on the DR. Claimed dry weight of the DR250 is 246 lb., and the SP is only 257 lb. Suspension travel on the DR is 9.8 in. at both ends, the SP having 7.7 in. and 7.5 in. front and rear. The street bike gets an 18 in. front tire and 16 in. rear tire, while the
others have a 21 in. front and a 17 in. rear.
In styling the new Suzukis follow the existing trends. That is, the SPs, in both sizes, look like small SP500s, but with Full Floater suspension. The DRs look like the big 500cc DR, and the GNs look like the GN400, but with drum brakes and
smaller size.
Last year Suzuki’s 250 was an eightvalve Twin, a tiny screamer of a motorcycle. Most of the other 250s are now Singles, and Suzuki has its own new Single, so the 250 Twin got bumped up to a 300 this year, gaining some fancy new clothes at
the same time. It’s the GS300L now, styled like the other L-model Suzukis, with cast wheels, stepped seat, teardrop tank and lots of chrome. It should still be a screamer, with its 62 x 49.6mm bore and stroke, 10.2:1 compression ratio, two Mikuni CV carbs, five-speed transmission and counterbalancer shaft. The stylish tank holds 3.4 gal. of gas, tires are 18 in. and 16 in. and it comes in black or red.
Some of the Suzukis appear to be aimed at the competition, that is the 300 Twin to counter Kawasaki’s 305 Twin, the 250 Singles because of the other 250 Singles. The GS450GA is even more directly aimed at the competition, in this case Honda’s 450 automatic.
Automatic transmissions appeal to some people in the motorcycle industry more than they do to motorcyclists, which is why there have been more models produced than are available today. Moto Guzzi’s V-1000 Convert has made a few converts, but when was the last time you saw one on the road? Honda’s 750 automatic disappeared as fast as someone who owes you money. Only the CM400A has been continued in Honda’s automatic lineup, it finding a small but important niche as a beginner bike or bike for those who don’t want to shift. Suzuki’s 450 is very much a model of the Honda, with a couple of changes and additions.
It begins with Suzuki’s reliable and powerful 450cc motor, 71 x 56.5mm bore and stroke, 9:1 compression ratio, electric start and that sort of thing. Instead of the normal six speed transmission, the Amodel gets a fluid-operated torque converter, just like the torque converter on the front of a car’s automatic transmission. Coupled to the torque converter is a twospeed transmission, just like the Honda has.
Suzuki adds its own features, though, and the most important is a shaft drive. Excepting Yamaha’s 50cc Yamahopper, this is the smallest shaft-drive bike available in this country. Another addition to the 450 automatic is an accelerator pump on the 34mm Mikuni CV carburetors. The standard GS450s have needed a little carb work the last couple of years, but only the automatic gets the improved carbs, perhaps because of emission standards.
With its shaft drive and automatic transmission the 450A isn’t a light bike, weighing a claimed 399 lb. dry. A 16 in. rear tire and styling that’s between the Lmodels and the standard model Suzukis keeps the seat height down without making the machine look uncomfortable. Wheels are wire spoke, there’s a single disc brake in front, ignition is electronic, including the advance, and there’s an oil cooler added because of the hydraulic torque converter
And that was Suzuki’s spring show. Except that when they displayed the bikes they also showed a 650 turbo. For that story, turn the page.
