Suzuki GT250/reviews — CycleChaos

3 Апр 2015 | Author: | Комментарии к записи Suzuki GT250/reviews — CycleChaos отключены
Suzuki Hustler

Suzuki GT250 Road

1977 GT250B

Motorcyclist 1977

The quarter-litre class is a institution, especially in Britain it owes a great deal of its to the legislation that limits to machines not exceeding 250cc. the Japanese manufacturers attribute importance to success in this of the market, hoping to win brand at the start of a rider’s motorcycling

So when Suzuki advertised its last year as Britain’s seller in that class, on Government registration statistics, it the importers certainly had something to about. But when the opportunity to test the GT250B, the latest in a line of 250 Suzuki’s that back to the famous Super Six my initial reaction was one of great How could such a noisy with a complete absence of below 4000rpm, be such a big

That is where the peculiarity of the market comes into for it is a virtual certainty that the of 250 buyers have just from mopeds, slopeds, or motorcycles, and to these riders the will be the bee’s knees. I hazard a guess that are more of a stepping stone to things, with a transient population, than a mainstream class. Certainly, anyone who down from heavier is going to have to modify his style, and any rider with of larger machinery who is looking for a bike for economy would be off looking at the GS400 Suzuki, to my mind is a far more suitable

Having spent most of year happily testing in the one-litre class, this Suzuki took some used to, but towards the end of the test I to appreciate some of its finer Riders moving up through the classes should be delighted it. The top speed is an impressive 91 mph, the speedometer showing 96mph and the rev reading 7500 rpm, 500 rpm short of the red line in sixth Owners should be able to upon this and top 95mph, most 250 riders are likely to be and less bulky than I.

Acceleration is virtually non­existent 4000 rpm, at which the machine takes off rapidly an extra burst coming in at rpm by which time you’re flying. Maximum power is 32 bhp at rpm and that is the best changing-up nothing is gained by wringing the out to 8000 rpm. Wheelies are an but avoidable possibility around rpm in first gear.

My only quibble with the Suzuki its narrow power band. is only 3500 rpm wide, and this may be necessary to give scintillating acceleration from a engine, the machine would be far pleasant and a good deal to ride if some of the top-end were sacrificed for a bit of punch down.

I have long that riders of 250cc rode around town in a more zestful style the situation warranted. Now I know not their fault: it takes a hand to coax the GT250 from a standstill in anything a civilised manner. And it’s near impossible with a passenger aboard.

A reasonably getaway demands at least anything less and the motor sighs weakly. The trouble is while the engine is fairly mechanically, at 4000rpm the exhaust on a loud cackle that can irritate other road nearby, however much it may the two-… fan.

Exciting to riders it may be, but few of them seem to how important a reasonable level of is to the future of motorcycling. At certain in its rev range the GT250 sound is not reasonable, and Suzuki ought to this before the bureaucrats do it for This narrow power coupled with a six-speed which could benefit having one gear fewer, makes overtaking a manoeuvre requires careful planning.

In most situations you need to one or two cogs to overtake swiftly and and since the bike’s practical top is only 50mph (the 10 mph requires a certain build up) out fast motorway traffic can be This lack of tractability can long journeys a little and if that does not worry you the handlebar vibration over 65 mph will. It takes the form of a buzzing which is bearable but to rider fatigue.

Consequently the cruising speed is 65-70mph; the is nudging 6000 rpm and since torque of 23.5 ft-lb only 500 rpm later, you are in a good to overtake other traffic relative ease. Also at speed the engine is smooth seat, tank and footrests do transmit any real vibes) and of the noise is carried away on the Rider comfort is good, a well-padded and comfortable seat, but slightly high.

Footrests and handgrips that is so much acceptable than the plastic variety. Pillion comfort is, but the seat is a little short for two adults.

The final effect of the power characteristics is an average consumption of a consistent 41 mpg, is a ridiculously high rate for a 250 and to the consumption of a heavyweight performer. But the fuel mileage reflects the that you have to use lots of to obtain the engine’s full and anything less is not going to get you far. However, lighter should be able to improve my fuel figure by 3 or 4 mpg.

The tanks holds 3.3 gallons, and on reserve at about 105 miles, at point it takes 2.75 to fill to the brim. Two-… oil is meagre at almost 300 miles to the a tribute to Suzuki’s excellent CCI system.

The engine is conventional for a modern with twin aluminium cylinders having four ports, which gives a boost over the old GT250M twin ports. Unlike the model the cylinder head is a casting, and does without the M ram air cover which was of dubious

The crankshaft runs on four bearings; the centre pair and the bearing are lubricated by the CCI oil supply, and the oil does the honors for the right-hand The air cleaner is a wet polyurethane foam replacing the M model’s paper and the carburetors have revised as well as being mounted on rubber inlet pipes.

The gearbox is smooth and combines a light clutch to give changes, although shifting the lower ratios is a bit noisy. The oil, all 2.3 pints of it, is easily for filling and draining.

All this for an undeniably rapid 250, and the performance is not let down in the handling and departments. The brakes really are class, the front hydraulic giving progressive and powerful which is well supported by the rear drum. A lightweight no better brakes than

Despite what goes in my book as our worst summer in it never rained during the so I have no idea how the disc in wet weather. The stop light is only by the rear brake, provision is made for a front light to be fitted — in today’s it should be standard.

The duplex provides enough stiffness to the GT250 a good handler, and the is reasonably well-damped to give a and comfortable ride. Back-road is enhanced by adequate ground and the rear shock absorbers are adjustable. Road holding is with Bridgestone rubber and rear, but again, their wet capabilities remain a mystery.

The of finish is average to good. The on the petrol tanks (ours was was smooth and appeared deep and and the only rust apparent 4000 hard miles in testers’ hands was on the washers at the crown and front brake clamp. The bike’s neat is helped by matt black panels, but spoiled by the number of stickers and instructions cast or in the metal.

The tank sticker tells you not to brake fluid on the plastic the word ‘kick start’ is above the lever of the same and the gear change pattern is in an ugly fashion above the Both silencers feature instructions telling the owner not to with the baffles. Is all this necessary, or are Suzuki customers the morons the factory obviously them to be?

No oil leaks were but they might as well been, considering the mess the chain makes of the bike’s end. The chain guard is inadequate and allows oil to spoil the mudguard, tail light, absorber, swinging arm, number plate, and the rider’s The plastic shrouds on the instruments tatty as they began to their black finish.

The is simple and effective: speedometer milometer and resettable trip rev counter, and warning lights for high beam, and the indicators. The themselves are large and bright, as is the tail light, and the headlamp is for a machine of this size, but the lights were dim and the rev counter failed the first’ night. And must be aiming to please the impressionable with a quite 150 mph speedometer.

The horn is just adequate.

Starting is easy, requiring two prods with the on from cold, one prod warm. The left-mounted kick lever is awkward, though, and some getting used to. The can be dispensed with quickly, and the ticks over reliably warm at a steady 1350 The plugs never showed of fouling, and the efficiency of the CCI metering was evident from the relative of two-… smoke screen under hard acceleration.

The oil tank nestles behind the side panel, while the hides the small 12v battery, the fuse and a spare, and a place to put a although the test machine without one. Access to the air element is also easy, only the removal of one wing

Maintenance is made easy by the of one centrally mounted grease for the swinging arm pivot, and despite the considerable poke, the chain was minimal. And a vacuum-operated fuel tap the starting chores; it is an excellent now finding favor with manufacturers.

Other convenience a petrol cap that can be opened one hand; a side stand holds the bike at a realistic and a centre stand that is easy to use thanks to a grab under the seat and the machine’s weight, at 322 1b dry. The seat not hinge, and no helmet lock is which is no great loss the last time I used one used a knife to leave me only the strap hanging on the

The steering lock is one of the easiest to use I have ever come And to help you keep a clean the twin mirrors are well and give a clear rearward at 70mph.

The total package appeals to a great number of 250 on whom its attractions of reliability, relative comfort, acceleration and speed are not wasted. At £647 the is, like all Suzuki’s, highly in its class with other offerings. As a sports bike the makes the grade, and would as a reliable small-capacity tourer no great problems, but in town it is harder to ride than, the BMW R100S, the Kawasaki Z1000. or the Honda Gold Wing.

A new 250 is rumoured to be on the way from Suzuki the middle of next year, and it come as no surprise if it were a to cater for the commuter and compete with similar offerings Honda and Yamaha. But I’m countless young riders want the GT250 to remain as it is — a high performer for restricted by legislation on one side and on the other.

Suzuki GT250B

Length: 80.5’in


Wheelbase: 51.6in

Ground 6.3in

Suzuki Hustler

Dry weight: 3221bs

Type: Two-…, piston-valve

Bore x …: 54 x 54mm


Compression ratio:

Clutch: Wet multi-plate

Gearbox: Primary reduction: 3.050 reduction: 3.071 Gear 1st 2.333; 2nd 1.352; 3rd 1.050; 4th 5th 0.783; 6th 0.708.

Frame: full cradle with arm

Steering angle: 42 deg.

62 deg.

Trail: 4in

Suspension: fork front, 5-way rear shocks

Brakes: disc front; single shoe drum rear

Bridgestone 3.00S18 front, rear

Battery: 12V 5Ah with phase ac generator

Fuel 3.3 gallons

Engine oil: 1.9

Transmission oil: 2.3 pints

Top 91mph at 7500rpm, rider

Fuel consumption: 41 mpg ridden

Price: £647.

Suzuki Hustler


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