Suzuki MkII Hustler 250cc

10 Фев 2015 | Author: | Комментарии к записи Suzuki MkII Hustler 250cc отключены
Bike Suzuki Hustler

Suzuki MkII Hustler

Motorcyclist Illustarted September

You have probably read the reports of the Mk II Hustler. We have, and a little disappointed, and very to note the apparently low top speed of the around 85 mph. Not so very ago, this would been regarded as creditable, so for a little Trike but experience other 250s, and more Suzukis’ other 250s, and the made us suspicious.

Before we delivery of the Hustler, the speedometer had replaced by a serviceable unit, but as was later, the clutch had not. high speed runs, speeds deteriorated from a time one way attempt of approximately 90 down to 80 mph and less. Whatever the speed though, the engine to co-operate and continued returning its own performances, allowed to by a slippery

Revs were piling up the blood line (8000-9000 while the speedometer needle refused to do anything more backslide at the slightest provocation.

American, or scrambles style had been fitted up to this Satisfied that the one way run top speed them of 90 mph was all tnat could be of the 250 engine. I removed them and in place a flat handlebar, and then on the clutch slipped, painstaking attention to control required after the cable Worth noting are the Japanese handlebar layout advantages and

On the credit side, is the electrical placing. Dip, horn and switches are within an alloy matching the throttle clamp at the end of the bar, which itself is beneath the switch to take the trunk along its centre, out of

To swap bars therefore a major task, involving attention to the wking system, and its re-connecting-the debit side. As the is right out of the weather, though, and the weight of its own trunk hanging below the bars, tugged by the the likelihood of failure is considerably The lighting and ignition switches are within one unit below the head, and the ckcuits are both by successive clicks of the same

A good, and perfectly functional but as I have complained previously on machines, ensuring that ignition cut-outs are impossible at It only requires a stuck box slide, or jammed throttle nipple, and whoever you are, in trouble, whether it be of the riding or type. Fitting the new bars, the tank and seat to be removed, an enough task, revealing the and its workmanship to full view.

In the best Japanese traditions, the quality was confined to the working of the machine. They could not be and were above criticism, but the fuel tank and some of the cycle parts were built down to a price. The for instance was ragged, but for all that, the appeared to be no less robust their British or German

This time around Anglia, up to the Fens and then to London via Northampton and the A5. The wide, roads and bends of Norfolk led the wider and even more bends of Holland, Lincolnshke. It some time to become so with a machine that it part of you, at least is with me, so it was not until I reached that I was able to start or truly testing the Hustler to its

The Mk II Hustler is not so very different the Mk I, but both vary from the Six in major as well as minor Greatest improvement is the addition of an transfer port in both barrels. Low speed power was good on the T20, but it is even on the T250 Mk II. Maximum torque for comes in at the same revs as (7000 rpm) but with the of another 2 ft Ibs, resulting in in all, claimed by the factory.

power steps in at 1000 rpm this, at a claimed 33 bhp, and is a great deal more the Super Six, which perhaps the fastest in its class hi production, turned out 29 bhp at 7500 claimed performance of course.

the T200 and other machines I ridden from Suzuki, and of misplaced optimum power I cannot harbour quite the suspicions for the Hustler, although it too from over revving to a much lesser degree. The rev blood line begins 8000 rpm, which I is a thoughtless hangover from Six days, for how is it possible to obtain speed from a motorcycle maximum power can only be by encroaching into the manufacturer’s danger zone’.’ Optimum cannot be effected by riding up to power revs, and then the engine just on the power dot for the gear change; an action can do no more than drop once more below the top band.

The thing to do was, and is on most two to ride by sensitive ear, and right fist, and when one or other of the two instrument needles dragging thek feet, change up again, and this, a six speed box, as used on the went on for ever! It was like a ladder on my left foot Wonderful stuff!

In the lower of course, because less was requked to propel the machine higher revs were Right up and over the 9000 top limit with ease, in all Such revs returned a top of 100 mph.

The speedometer proved to be mph fast at top speed; three mph at 60 and as near accurate as dammit at all below that. Maximum speeds were: 1st (20.8:1) 29 2nd (13.40) 52 mph; 3rd (10.37) 60 4th (8.04) 80 mph; 5th (6.97) 96 6th (6.34) 98 mph; This 9000 rpm on the clock. Two … have one big point to thek at least, multi cylinder two engineers have.

Whereas a … requkes a big flywheel to out thepower impulses, a two … by enjoying twice the number of per revolution, returns a much power delivery, and against the big single so beloved by many offers a false low speed when in fact very power indeed is being by the engine, but because of the multitude of strokes, keeps the engine smoothly, long after an cylindered four … have given up the ghost. have made the most of

Strong power, the real bhp comes in at highish revs, somewhere above and between and 6000 rpm, but below quite enough is churned combined with a good power delivery and torque, to the wheels turning, and even in very creditable acceleration. Of 30 mph in top gear was, although not practical, and moreover, with the of close spaced gears below, unnecessary.

Around solo, bottom gear be ignored, and second used for fast enough to leave the four wheeled mess so far they had no time to even envy. Once on the move, the next two gears were for all town work, assuming of that speed limits reasonably acknowledged, if not to the letter.

The gear box, one time, the achilles heel of the Suzuki 250 has been improved and strengthened, but not at the of the delightfully light, sensitive, and reliable gear change. the first change had been (because of the wider gap between the gears than the higher then, as is fast becoming practice, the clutch could be providing of course, the resultant changes were pursued this in mind. Up or down, the seemed to be to get the engine revs 3,500, and then with more than a hint of on the throttle to relieve the gears of load momentarily, snick to the ratio as quickly as possible.

I found the gears to be ideally especially top, when, bolt upright at 90 mph (flat 8,000 revs registered on the Such a speed could be indefinitely of course, so near to the peak efficiency speed was it. a strong headwind, or particularly hills, top speed was higher in gear by a couple of mph, but more. Two reasons accounted for Firstly, the wide power of the engine.

Unlike the Kawasaki HI say, when unless rpm was pulled it all gasped to a growling in top gear, the Hustler kept out power enough to keep up in top, right down to the whim. Then of course was the of the well chosen final

Fine for me, but Nick Barnes of (GB) at Snetterton found it to drop from the standard 41 sprocket down to 39 for his high runs, for the Hustler with his stone aboard was running out of as it topped the three figure He registered a top speed of 102.3 mph timed. Alan Aspel, on the standard gearing, but wearing suit, and two stones heavier, 98 and myself, leathers, 12’/2 exactly the same speed.

only goes to grove how and relevant are a multitude of extraneous Had I attempted for instance to discover the top speed with the high and wearing a Barbour suit it have in all probability resulted in no than 85/90 mph.

The once replaced, behaved perfectly. The fust one had been the new unit however, was light, and smooth, never grabbing or regardless of (normal) provocation heavy traffic, or fast

While talking clutches, and changes, and what-have-you, I thought it enough to mention the simplicity which if not tunes, then definitely, varying octaves can be from the engine by the delightful and method of quickly singing the top four gears. I discovered by holding the throttle at a steady rpm, and then running up and through the gears, allowing to find their own rev level, succession of notes from the that could nSt have bettered by a fioog synthesiser. prove a thing really, that giv4n enough I would at least have one musical instrument, One moreoever would take me to the concert.

The is the same as before, but with gusseting around the steering Suspension too has not altered, except for the discarding of fork shrouds. The of front and rear systems are matched.

Both are soft and damped, offering great at lower speeds, and sure under most conditions at speed.

As I said previously, it me some time to really on to a new bike, so it could have that, but I suspect, that it was in the normal Japanese practice of to the well fed bottoms of our Atlantic that prompted the rear to start surrendering to high cornering once I was into and rounding the Wash. Maybe by time they had warmed up, but to the manufacturer, that should no difference, for they are helium under pressure.

The theory that the pressurised, inert gas damping fluid frothing. it does, I expect so, but in that the damping itself should a more powerful influence on the of the machine.

As the Hustler is such an little touring bike, begging for loaded panniers, holidays and a blonde on the pillion, to in a set of fierce racing units be a pity; it doesn’t deserve harsh treatment, for the speeds beat the units cannot be realised in this country—for a many reasons, mainly to do the law. For the rider demanding the in handling, most good dealers offer alternative which if ordered as original on a new machine is in most cases expensive than buying at a date.

Braking comes this category. The rear one is and so is the front one up to a point, but using it at high speed and under to its limit resulted in not exactly but certainly a disappointing relaxing of the grip. Like all tls units, its bite was a strong one, and of greater things; even a daunting in the wet, but smooth and controllable for all that.

Like the roadholding, braking was than adequate for everything the limit of sensibility.

Lighting was The headlamp, a funny little squashed up unit that I for its logical size (who more than is necessary), a light enough for 65 mph night but the 12 volt alternator turns out power for at least a 50 w bulb, so why not use one of the present 35 w power? Flashers valuable during night especially, and high speed during daytime, but required consideration otherwise.

The switch was too to the left hand, and too small and to accidentally knock into for my complete satisfaction. But I aint I am all for them.

They are the greatest contribution to motorcycling since the helmet.

The massive paper air also effectively silenced roar, which would, I from some rumbling during acceleration, have the well silenced exhaust The silencers are huge, and vital to A notice stamped into states that any tampering is forbidden and will hinder the (to my mind) quite extraordinary

Bike Suzuki Hustler

Petrol consumption worked out to a all round figure of 38 mpg, but was under extremely hard conditions. More gentle provided an increase of approximately 8 mpg Many riders could on that, but I found the temptation to on hard irrisistible.

Finish of the Who knows. As I have said only a long term can comment. It looked good in brilliant yellow, black and

Lastly the tyres. The Japanese think we are being a bit silly our insistence on Dunlop or Avon and quote their American orders. Most riders ask for the again and only a few buy British. It is not

Avon and Dunlop are small in the USA; no bigger than any one of a Italian or Japanese companies. Of the few riders who know anything hysteresis rubber and its advantages, no doubt consider it to be nothing than advertising blurb. Few of ride regularly in the rain. Why they bother with that claim to grip in the If our climate was a dry one, we would not use the rubber, even had it been and that I doubt.

1 shall never forget one of the American magazines’ serious that riding a Vincent in the wet was on lunacy. It probably is for them It s an occurrence for us. Believe me, Suzuki. riders have more in wet weather riding than any other motorcyclists in the world.

discussions are now taking place the Japanese, and British Suzuki regarding the possibility of supplying Mk Ill’s with British In a few months time.

To sum up. From over at 1700 rpm, the power band up to over the engine could not be faulted. silky power all the way. Oil gas tight. Nearly 300 mpp of oil used by the system only.

White pipes at the end of it all. And most of a couple of very impressed, satisfied journalists

Engine . and …; 54 x 54 mm.

Compression ratio ; 754:1. Four star used throughout.

Power ; 33 bhp at rpm.

Torque ; 22.3 ft Ibs at rpm.

Lubrication ; Posiforce injected oil to cylinder walls and bearings.

Gearbox ; six speed, mesh.

Clutch ; wet, plate, geardriven on r.h. machine.

Electrical system ; 12 v mounted alternator. Twin contact breaker ignition. 35w

Wheels ; front, 18 x 2.75 in. 18 x 300 in. Brakes; front 7 in. tls. 7 in. sis.

Fuel tank ; 2% Tap; vacuum operated type.

Weight ; with tank and oil 315 Ibs. Pctee;

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Bike Suzuki Hustler
Bike Suzuki Hustler


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