Suzuki’s two-stroke lightweight roadster

Press, 25 September 1980, Page 23

Suzuki’s two-stroke lightweight roadster

By

PETER BRITTENDEN

Because of recent fuel price increases, the market for commuter-oriented motor-cycles is rapidly increasing. This type of machine usually offers economy and reliability but not much in the way of styling, performance, or technical sophistication.

However, the Suzuki GT2OO X 5, a bike suitable for commuting and for short journeys on the onen road, goes a stage further. As well as reliability and economy, it has several features which make it very attractive for anvone seeking a commuter machine with a difference.

A punchy 200 cu cm twin-cyclinder two-stroke

motor — with transistorised ignition and an electric starter — provides very brisk acceleration. A taut frame makes this Suzuki a pleasure to ride, and the futuristic styling, which would normally be associated with larger and more expensive machinery, is appealing.

The X 5 is based on the very successful 250 cu cm X 7 which has proven a rapid seller and an ideal motor-cycle for road riding or production racing. Probably the main reason the two-stroke Suzukis have sold well in 125, 185, 200, and 250 cu cm form is the motor,. In every one of these models produced for the last eight to 10 years, Suzuki has produced a motor which performs reliably over a long period and yet is tuned to a high degree. The pointless electronic ignition eliminates two failings the earlier models had. The problem of plug fouling has disappeared and the power band is much wider, making it more tractable in heavy traffic without loosing its sporty'emphasis.

The traditional Mikuni carburettors do an ex-

cellent job of fuel metering. The X 5 is very smooth with all types of throttle application. In the lower regions of its 8500 r.p.m. rev-range, the X 5 motor copes well with the demanding stopstart conditions Christchurch traffic can provide on a Friday night. . Great amounts of power and careful use of the clutch are not required to get the Suzuki mobile. Instead, the X 5 provides quite gentle acceleration up to 5500 r.p.m. At this stage things start happening quite a bit faster, and the bike turns into a little flyer.

One of the main reasons the bike is suited to tight traffic situations is its weight — a mere 122 kg. This means even the weakest amongst us can easily manoeuvre through slow-moving city traffic, support the bike at traffic lights, and pull it up on the centre stand. The transmission is bland and unintruding. It is virtually impossible to miss a shift or find a false neutral in the five-speed gearbox The clutch operation is impeccable. The light pressure required-to open the clutch is a feature of this machine. Any rider who takes himself at all seriously will find the suspension of the X 5 slightly disappointing. Both the forks and .shock absorbers are designed with comfort in mind and are really a bit soft for fast cornering. In both cases the damping is soft, providing a comfortable, cushy ride — which is probably what 95 per cent of those who would buy the X 5 are after. But it makes the handling of the bike a trifle vague in extreme cornering situations.

Basically, the choice of suspension damping and springing is a compromise

between 100 per cent handling and the best possible comfort. In this case, quite logically, the designers came down on the side of comfort.

With its quick steering and relatively-short wheelbase the frame of the X 5 is well designed for fast cornering. Find a smooth road and the Suzuki is really fun to extend.

The braking department has been well catered for. In the case of the rear wheel, too much so. The single disc on the front does an admirable job, and is sensitive with a very light action. However, the rear drum brake was verysensitive and readily locked up the rear wheel. A fair degree of sensitivity was required. Japanese tyres have been much improved in the last three or four years and the “skins” on the X 5 do a superb job. Although the front tyre is based on the old fashioned rib design, it complements the rear tyre well. Neither gave any cause for concern, either under heavy braking or hard cornering.

The wheels are the latest cast alloy type, similar in design to the wheels on nearly all Suzuki’s bigger road bikes. Creature comforts are well catered for on the X 5. The seat is very plush and has plenty of length to accommodate a passenger. The relative positions of the handlebars, seat, and foot rests make for very comfortable riding. Among the little extras which make this bike stand out is a small compartment, with a sliding top, behind the seat, for the storage of maps, wet weather gear, or a few tools.

In the opinion of many, Suzuki has led the field in the way controls are laid out on their bikes. The

indicator, horn, lights and dip switches are all on the left side handlebar, laid out in the way that has been traditional for some time. Needless to say, the switches are easy to use. Overseas reports indicate the X 5, in spite of its high-performing motor, is frugal with petrol. It can return figures of up to 85 miles per gallon. And yet it can also achieve speeds of more than 130km/h. Priced at $2095, the X 5 is not expensive for the performance and comfort provided. Half that amount of money will buy a 50 cu. cm commuter bike, but for the rider looking for some pleasure combined with riding economy and comfort, a machine of the calibre of the X 5 makes good sense. The test bike was provided by Doug Cresswell Suzuki, 219 Tuam Street, Christchurch.