Suzuki GR650 ‘Tempter’ — Classic Motorcycle Review —

13 Мар 2015 | Author: | Комментарии к записи Suzuki GR650 ‘Tempter’ — Classic Motorcycle Review — отключены
Suzuki GR 650

Suzuki GR650

In the mid-1980s, built their interpretation of the British bike: an air-cooled 650 As Paul Shiel has discovered, a few tweaks, it’s still rather good.

The GR was built 1983 to 1989 and looked forward and back in terms of technology. Its engine layout to that of the traditional British — two cylinders, arranged by side, firing at 180 degrees, — but was updated with double overhead cams, wet and an inventive (if not entirely successful) flywheel system.

Original GR650 Advertisement

That was housed inside Suzuki’s Floater’ monoshock chassis a single disc front and an entirely traditional rear brake. Cycle World the American version (aka the in 1983 and said: ‘There is a of suppleness not found on most as the GR650 glides over and dips. Sit on the Suzuki and the bike more than expected.

It does this whatever the setting in back and whatever air is used in front. Mostly the rear suspension that the GR650 its floating-on-a-cloud feel.

the Suzuki 650 is in most other satisfying. It doesn’t have annoying features, those quirks that make bikes frustrating to ride. It easily with the push of a and handles predictably on all kinds of

Particularly at low speeds the Suzuki is an handling bike. It invites on bad roads where a rider to steer at the last minute obstacles or holes.

‘The of the bike is happiest on back too. The single front brake and rear drum are better than Suzuki’s triple-disc systems with Because of difficulty bleeding the systems on more expensive they lose brake the 650 doesn’t.

‘Engine characteristics, and more the gearing, also fit the low-speed of the 650. More than any other mid-size Japanese the GR650 is tuned to provide of low and mid-range power. The swirl-inducting air the carefully tapered and small ports and cam timing all make for an broad powerband.

What it make is peak power.

GR650 Engine

‘Classic’ on eBay

‘Up to 60mph the 650 is a joy to ride. At low speeds the engine is and there are no gaps in the powerband. It from idle, the two-stage doing its job without intruding.

3000rpm it pulls like a and is amazingly resistant to stalling the clutch is let out too quickly. Above the engine is somewhat more but there is no real transition. You feel the flywheel disengage or

The clutch is magnificent. Start the cold, put it in gear and you don’t a sound or feel a tug. It fully. It never gets hot or cold.

This can’t be for the clutches on some of Suzuki’s mid-size bikes. Add shifting light and responsive and it makes the 650’s engine a pleasure.

the growing level of vibration 60mph intrudes on the fun. with the counterbalancer shaft, the feels busy around and with an engine speed of at 60mph that vibration comes at common highway Above 70mph things down a little, but the real spot is just at or below 60 Up to that speed it maintains delightful Big Twin feel, the bike forward with

Suzuki GR 650

Paul’s Suzuki GR650 as

I picked up my own green 1988 here in Australia about a ago, with 18,000 on the clock. It’s an ex-Australian Police machine mainly for escort duties. The GR was an underrated of its time. It’s light good handling, and bags of torque guaranteed to put a smile on yer

But I wanted to do a few subtle improvements to it.

had the seat reupholstered using the base to a more comfortable replaced the handlebars with which would be more at on an English bike from a century ago, changed the oil to 20W and added an inch spacer for the These modifications improved and control for my ‘ample’ (six tall) frame no end.

Paul’s Suzuki GR650 as it is now

onto the exhaust. The restrictive wall headers were with a stainless steel formed by a workshop that bull bars: $100 spent, I think. The reproduction mufflers of an annular design from the USA.

These necessitated carb adjustment: 45, needle up one notch, mains and this resulted in a healthy in torque and power. To take of this I raised the engine by one tooth (to 16t) as the standard was too low.

Now the GR has sufficient torque to off on its own, almost without by just releasing the clutch. is rapid without needing to gear, and acceleration is quite up to the ton with little or no vibration. And it returns 60mpg!

All round, the GR is a big improvement on the XS650 I to run. If things had been perhaps this is a bike Triumph coulda, shudda in the 1970s…

Photos Paul

Suzuki GR 650
Suzuki GR 650
Suzuki GR 650
Suzuki GR 650

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