A ROADSTER OF ADVANCED DESIGN Minor changes have made big difference to Suzuki GT 380

Press, Volume CXIV, Issue 33673, 24 October 1974, Page 12

A ROADSTER OF ADVANCED DESIGN Minor changes have made big difference to Suzuki GT 380

(By

R. O. DEW)

When the Suzuki GT3BO first appeared on New Zealand roads slightly more than two years ago, it had a lot of potential and also some rather obvious faults. The factory designers were not slow to recognise this and the development work they have carried out since has wrought a remarkable transformation. The latest version of this three-cylinder twostroke is, in many respects, the finest midrange roadster to be produced by the Japanese motorcycle industry. Although the changes are generally of a minor nature — the basic design is still the same — they are widespread. Practically every aspect of the bike has been refined. Possibly the most important improvement is the alteration to the positioning

of the silencers and main stand. On the original GT3BO, these could be scraped along the road with considerable severity and limited the machine’s handling performance. Looking at the latest model, it is almost impossible to tell that there has been a change. But the offending items are now tucked away beautifully and there is no longer any fear of grounding any part. The pillion footrests have also been removed from the silencer brackets and bolted into a swinging arm of the same dimensions but of difference construction. These are now free of vibration. The single disc brake replaced the old twin leading shoe drum unit used on the GT3BO-J some time ago and it continues to be very efficient and simple to operate. It is progressive and virtually fade free. A little polishing has evidently taken place in the engine compartment, too. Flexibility, which was good in the original model, is now outstanding. The machine tested, which was

borrowed from Tommy’s Suzuki Centre, Ltd, would pull from as low as 1500 r.p.m. in top gear — 500 r.p.m. less than the GT3BO-J tested two years ago. Peak power is now rated at 37 brake horsepower instead of 38 for the original but the engine feels much more spirited. And performance in a straight line is obviously much improved. In a way, the 371 c.c. engine could be regarded as the Jekyll and Hyde of the motor-cycle world. It is supremely tractable, almost docile, in the lower revolution range. The power comes in smoothly and progressively, making the machine a more than satisfactory form of city transport. But there is a power band between 5000 r.p.m. and the red-lined 8000 r.p.m. mark where the engine performance increases considerably. If the engine is “whistled up” to more than 5000 r.p.m. before starting off, the speed off the mark is breathtaking. By keeping the engine above this speed,

it is possible to get a performance not far short of that which one would expect from a competition bike.

The six-speed gearbox is perfectly matched to the engine and with full use of this it is possible to obtain blazing acceleration and a top speed in the vicinity of 110 m.p.h. Of all the midrange roadsters available in this country, the all-round performance of the Suzuki appears to be the best. It is, from the point of view of those who like to go production racing at the weekends, a pity that the engine capacity has not been kept down to the traditional midrange size of 350 c.c. Mounted on rubber, the engine runs rather like’ a turbine with very little vibration being transmitted to the frame. There is no electric starter but it starts very easily with the kick lever. As this drives through the clutch, re-starting a stalled engine in traffic is effortless. The three cylinders are air-cooled, with a greater flow being directed

over the centre cylinder by the ram-air cowling. The handling and general road holding of the machine during the test period were outstanding. It appeared to be perfectly balanced for all types of road work and the steering, although light, was positive. For a mid-range roadster, it is reasonably heavy at nearly 4001bs and it has the appearance of a much bigger bike. But it was extremely sure-footed and could be flung about as if it was a light-weight. Its stability under the most severe cornering techniques was remarkable. It also proved to be a good mount for two-up touring. An eight-stone rider on the pillion seat deadened the performance only slightly. The seat was comfortable enough for long distances to be covered at relatively high speeds with two aboard. Solo, the Suzuki could cruise all day at 80 m.p.h. (if the speed restrictions permitted). At the legal 50 m.p.h. it is no more than meandering along. One rather dismal point about the bike is its poor fuel consumption. Twostrokes are notorious for the amount of fuel they consume but the GT3BO seems to be worse than most. Ridden hard, it will give little more than 35 m.p.g., although around 60 m.p.g. is possible with greater care. The tank holds 3.3 gallons which means that one could be on to the reserve tank about every 120 miles. The test Suzuki did not smoke at all, even under severe acceleration—a tribute to the efficiency of its carburation and automatic lubrication system. The three carburettors are now

controlled by twin cables and there appears to be better synchronisation. The machine is particularly well equipped. A novel innovation is the digital gear indicator nestling between the speedometer and the tachometer. This indicates, in much the same way as an electronic calculator, the gear which the machine happens to be in at any one time. This is quite an advance for motorcycles and can be useful with six gears to choose from. It also has the usual “extras,” such as twin mirrors, grab rail, helmet holder, adjustable rear suspension. turning indicator lights fitted with side reflectors, locking petrol cap and a side stand as well as centre stand. Appearance has been much improved by greater use of chromium plating. The machine does not look

nearly as heavy as earlie versions. The unsighth rubber gaiters have also dis appeared from the fron forks.

The Suzuki has the un usual distinction of beinj one of the few machines ii recent years which has beei reduced in price since it wa: first produced. When it wai first released in New Zea land, the cost was $1269. 1 is currently retailing a $1199, which represents very good value for monej indeed. Unfortunately, th, cost of the next batch which will be brought ou of bond shortly, will be $lOl greater. Because of inflation increases in shipping costs and devaluation, this is ex pected to rise to $l5OO bj the end of the year. Even then, the smalles of Suzuki’s ram air triplei should remain an attractive proposition for those wh< appreciate machines of ad vanced specifications.