1980 Suzuki GS850G Consumer Reviews Living in the Past Epinions.com

16 Июн 2015 | Author: | Комментарии к записи 1980 Suzuki GS850G Consumer Reviews Living in the Past Epinions.com отключены
Suzuki GS 850 L

User Rating: Excellent


Handling And Control:

and Craftsmanship:

Pros: BEAUTIFUL 70s/80s style. Smooth drive. Supremely comfortable position.

Cons: Late 70s braking and power

The Bottom One of the very best sport-touring of its day, the 1980 GS850G a wonderful touring bike for not into plastic and chrome.

I am most would call a rider, though I think motorcycle-fanatic is a better description. who has read my car reviews would that I’m a certified (or car nut, but that doesn’t come close to the enthusiasm I for motorcycling. Its been 17-years I owned a motorcycle, a sentence by the warden my wife, but now that on marital parole my bikelessness had to be

Why a 30-year-old Suzuki? This where I started. I spent test-riding a myriad of bikes new and

I rode Harley, Honda, Ducati, Moto Guzzi, Suzuki, BMW, Yahama and a massive on-off road KTM bike. Some were than others, but none all of the right buttons. There holdover year bikes as low as and exotic iron over but nothing that I just had to

What was the problem? Me. The last I had owned a motorcycle was 1993, a racerized 1982 Suzuki that I’d bought in 1991 after I was rear-ended on my Kawasaki Vulcan 750.

that it was a 1985 Honda 650 and before that a 1981 CX500 Custom. I’d them all, but the Suzi was the one really touched me.

As I tried and more bikes I realized I was comparing everything I rode to 1982 Suzuki, and so I turned to eBay and Cycle Trader to try my at finding something similar. It take long. I paced an add in the and Los Angeles Craigslist describing I wanted, which was vague

Universal Japanese Motorcycle over 500cc, Shaft Preferred, No Project-Bikes

I didn’t care if it was a Honda, Kawasaki, or Suzuki, so long as it fit the basic ULM which is to say a clone of the original Honda CB750. Air-cooled 4-cylinder engine, 4 carburetors and an seating position. When I was by a gentleman in Ventura with a Suzuki GS850G in near condition, I was hooked.

Now compared to a modern motorcycle, the is a very poor performing It is heavy at approximately 600lbs Its only makes 70 HP, so its no rocketship. The 32 seat height is quite a with my 31 inch inseam, those triple slotted brakes look super-powerful, are gripped by small, single calipers that are nowhere the stopping power of even budget bikes.

Skinny limit handling and the high makes the bike intimidating at low Why on Earth would I want a thing?

Despite the limitations, is much to like in UJM-land. A honesty of style, a lack of and the obvious attention by real at the design stage show these bikes were to be ridden, and ridden, and ridden. is even a nationwide club GSResources, a group of riders passionate about their

1985 Suzuki motorcycles, an place to learn why those old remain desireable motorcycles.

enough backstory, on to the bike. is a 1980 model, which was the year they were in the United States. The 1979 with solid (unslotted) disks, a kickstarter (as a backup to the and a more primitive breaker-point system.

1980 deleted the added the slotted disks and to more modern electronic 1981 saw only color while 1982 brought a lower seat height and revised styling. From until the bike was discontinued in the only changes were and a black-finished engine from

From 1980 onwards, the came in two versions, the standard G with an upright seating 5.8 gallon tank, flat and a high, though fairly handlebar, and the L cruiser model, a stepped (king and queen) 3.4 gallon teardrop shaped gas pullback handlebars and more The L models had a slightly different design that was cut down at the seat allowing a 30 inch height.

Magazine tests of the time the bikes for handling as well as sport bikes, having the of a touring bike and for their reliability. Generally the bike hated the compromises to riding on the L models, and the Customs, Specials and that followed the same theme by the other Japanese makers, but loved the standard and UJMs. The GS850G was no exception.

My is essentially stock, with the component change since being a set of modern tires. I do on modifying the bike slightly to the late 70s (my bike was built in 1979) handling and braking

Progressive Suspension fork and rear shocks (in retro of course) should clean up the suspension without altering the of the bike, while braided brakelines should improve response, though the old single-piston are still a limiting factor. I plan on having the masters at or Bill Mayer re-foam and the once magnificent but now spongy seat. A small widscreen, a bag and a set of soft saddlebags and the GS850G be ready to ride anywhere,

Even without the modifications, the is a joy to ride and I’ve already put 1,000 miles on the bike in the that I’ve owned it. it doesn’t go, stop or turn as as a modern 550, it is still as fast, stable and comfortable as it was in 1980 and still will all but the most exotic sports in the dust at a stoplight.

It still all of those terrific four noises (mine still has the pipes in perfect condition) and has a more natural riding than just about any made before or since. The of 42 MPG, a 5.8 gallon tank and riding shaft drive this just as good of a bike today as it was 30-years-ago.

in fact, is the type of riding I prefer. The GS850G is a very experience than you will get on a touring bike, but that is, in my a good thing. You hear and the engine, with it getting a bit over 80 MPH.

The primitive suspension does a job absorbing road imperfections, but is compared to modern sportbikes and compared to modern cruisers. no modern bike can match, is that absolutely perfect of seat, bar and pegs that never gets tiring. The tubular handlebar makes it to change the bar height and angle if you are or shorter than average in arm and though the pegs are no so easily and the seat, unless dished, is up

The GS850G is also, unlike vintage bikes, quite a ride. All of the modern conveniences are except for fuel injection, but the knob is right at the center of the and the bike warms quickly. is the correct word to describe bike, even today. It has turn signals, a fairly fuel gage (a bit pessimistic, but a very bright headlight and a row of indicators to tell you what you are in.

About the only functional that this is not a modern is the silly 85MPH speedometer, that this bike was during the height of the 55-era.

Suzukis, like most have their common spots. In the case of the GS series, the electrical system. Miraculously, the and regulator/rectifier (the parts typically fail) are both on my bike, though the wiring is heavy-gage copper and properly which was NOT the case from the


Finally, even at 30-years-of this is a very reliable My GS850G has 32,500 miles on it, and it and feels new. Of course the to that longevity is religious and the previous owners (one for 30 the other for 5 months) clearly up on the maintenance. The owners manual is with entries for service, oil every two thousand miles and all of the consumables at their proper

The drive shaft uses gear oil while the engine and share conventional 10W40, I run 20W50 because I live in a hot I used to run sythetic oil in my bikes, I’m reluctant to switch on particular bike due to the age of some of the and seals.

One more thing you should if you want to own an 80s UJM, and that is if it is a clean example, everyone look at it. I recently stopped at a café and a group of Harley riders pulled in a few seconds me. A tattooed and bearded fellow in his 60s I don’t usually like but that’s a really nice That is always the reaction.

the GS850G, a very ordinary motorcycle back in 1980, and on much more exotic will almost always over and admire it. The same for an old Honda, Kawasaki or Yamaha as old bikes had simple and clean that really stand out in day of plastic bodywork and abundant

I’m hoping to take a 2,000 miles tour of the Northwest when the weather a bit in September. I have no doubt my Suzuki will make the in grand style with a of fuss.

***July 30, 2010

Suzuki GS 850 L
Suzuki GS 850 L

In the 6 weeks I’ve had the bike put on 2000 miles. I have some minor upgrades.

the standard stuff. Thicker oil and slightly more than but no air in the air forks resulted in a slightly front end, the way I like it. I a set of rubber gators from a Triumph to cover and protect the seals.

A National Cycle Screen in light tint the wind off of my chest, but doesn’t take away from the of riding a … bike, again is my preference over fairings that provide isolation than I like.

luggage easily converts the from a … standard a rather capable touring with a medium tankbag and and a pair of soft saddlebags plenty of space for a week or two on the

Finally, and most importantly, I the stock seat over to Mayer Saddles in Ojai, CA and had his perform their magic. The lost its vintage look as a board) and now looks more a proper touring seat, but did preserve the chrome trim and the grab handle, which the bike’s lines and keep the looking classic. Of course, new, custom shaped and foam with a higher-quality cover made the seat more comfortable.

The seating position was also TO ME, taking away many and pains on longer rides.

may be a 30-year-old classic Japanese but it is also a touring machine and one I like to ride, A LOT.

12, 2010 Update***

My GS850G has in the shop for the last two weeks, waiting for parts. Yes, the Achilles Heal of the GS series, the system decided to go completely

Fortunately, a friend (who a truck) was with me on his Triumph, and an hour at the side of the road, he with the truck, avoiding an tow. I should have it this weekend or early week with a new stator, new and new rear tire.

Since I the bike in June, I’ve put a of 5,000 miles on it, and until the system died, which was all 1980 and a known weak on these bikes, I had absolutely issues.

Fuel economy was between 38 and 42 MPG and oil consumption (no leaks) a quart per 1,000 miles, a bit in hot weather, and nothing at all in the cold. Not the charging system rebuild, I many modern bikes match the reliability and economy of and maintaining even a 30-year-old

In those 5,000 miles, I the GS850 on two medium length the longest of which was a pair of 400 days on mostly back With the Bill Mayer seat, small windshield and the stock handlebar position the was always comfortable and fun. The is smooth, comfortable, powerful if you rev it 6000 RPM, and economical if you

The more I ride this the happier I am with my purchase.

*** Update 2/18/11 ***Up to miles since purchase on the odo) and I just keep in love with this

Last weekend a friend and I did a carb-ectomy, filing off a tiny nub that leaned the mix too much at RPMs, all in in the interest of late EPA nonsense. With the nub removed, the is now smoother and more willing in the to 6000 RPM range and has better response, at the cost of about 1 MPG at a 75 MPH (my normal cruising speed).

remain a few electrical glitches, as the rewire job the previous owner did as good as I had hoped, but bit-by-bit it is sorted out. Currently, is a drain somewhere in the charging even after the stator and R/R though it puts out enough to charge the battery, so I’m on the road.

Replaced the rear with the same low-cost tire the previous owner had Shinko tires took the motorcycle division of Yokohama a number of years ago, and sells 5 or 10-year-old Japanese designs at low Korean prices. bikers scoff at Shinko but I find them an excellent for the handling capabilities of the GS850G, far than anything that was 18-years-ago when I used to

The tires also wear with the front still at 60% after close to 8,000 and the rear still at about and only replaced because of a big I picked up (no leaking) slightly

Recommend this product? Yes

Paid (US$): 2250

Suzuki GS 850 L
Suzuki GS 850 L
Suzuki GS 850 L
Suzuki GS 850 L


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