Ultra-smooth Suzuki is a ‘little’ gem

Press, 28 January 1982, Page 16

Ultra-smooth Suzuki is a ‘little’ gem

(By PETER BRITTENDEN) The recently-released Suzuki GS6SO could be considered a Plain Jane when compared with the Katana lineup the factory is manufacturing. ft.*-;. But, in fact, this bike is a little gem. I say “little” because it only weighs a few kilograms more than the machine it replaces in the Suzuki line-up — the GSSSO. The 650 does not inherit the 550’s buzzy engine, uncomfortable vibrations or indifferent fuel economy. Instead, it is ultra-smooth and can turn in, with a small amount of care, well over six, litres per 100 km. Compared with the Katanas, the 650 is simplicity itself. Apart from the styling differences, the 650 has ultraconventional suspension components, a conventional seat, and very familiar controls and dials.

Before talking about the handling of the 650, some detail of the motor will reveal that Suzuki, in keeping costs and complexity down to the minimum, has come up with a real performer.

Instead of the “in vogue” 16-valve head, the 650 has an ordinary eight-valve setup but this does not detract from this machine’s performance.

Not only will the GS turn times of around 12.60 seconds for the standing 400 m sprint, (according to several overseas magazines), it also quite happily pulls away in top gear with less than 2000 r.p.m. on the, dial, ft In fact, it was the amazing torque of this motor which gave it such wide appeal. It made the GS6SO a reasonable

practical city bike as. well as ensuring plenty of open-road performance. . In fact, one owner said the spread of power was sb good the 650. could, easily cope with a four-speed gearbox. The transmission side, of: thb machine was quite satisfactory. The feel in the gear-; change lever was precise but, probably because of the test machine's newness, some changes were executed a, little raggedly/ 'ft.-.;/: The’ clutch lever was reasonably. light and the plates took up very smoothly. It was the handling of the 650 which really surprised me. Looking at the shock absorbers, with only spring preload adjustment and no damping adjustment, and the forks with no adjustment at all, my reaction was a little, negative. Most big road bikes have rear- damping control and air-assisted forks. . However, the reality was very pleasing. The suspend sion is quite hard, .again' partially due to newness, but it certainly allows the bike to dive through corners unerringly without the line being upset by any road roughness. In terms of comfort, the ride suffered slightly when pot holes were encountered but any other type of undulation was handled with ease. The most displeasing aspect of the 650 is related, indirectly, to the handling. The 650 is set up, in terms of motor and handling, for the sporting type of rider but the relationship between the footrests and handlebars forces the rider to sit upright, which is fine around town but no fun on the open road.

A flatter set of bars would help immensely and these, of course, would be freely available. ; . • Not only does the 650 go and handle well, it also has a fabulous set of brakes. . ' ' For once, here is a triple-/ disc setup whidh works. The double: discs on ..the)' front work very progressively, provide plenty of feel at the handlebar lever did not seem prone to fad§. ; Matching .this well was 'qT rear disc that did not provide an “all or nothing” brake like many rear discs do. This; rear brake could be used alone or quickly bring the 650 to a stop from high speed without locking up. Good . stuff. The control layout on the 650 is very conventional. The: usual controls for indicators, horn and full beam or dipped' lights are on the left, and the Starter button, kill switch and on-off light switch on the right. ft >■ ‘ •. The instruments are similar to other big-bore Suzukis and have the type of muted red lighting favoured for the instruments on aircraft.

The seat is wideband quite hard but, in my limited experience and according to one owner who has covered long distances on his 650, remains quite comfortable for lengthy periods. The GS6SO, which was supplied by Doug Cresswell Suzuki, Tuam Street, sells for $4599.

Specifications: Engine, four cylinder, double overhead camshaft; bore and stroke, 62mm by 58.8 mm; compression ratio, 9.4:1; carburettors, four 32mm Mikunis; starting, electric; lubrication, wet

sump;. ignition, • transistorised;; length, 215 cm; width, Jl3crh; height, , 116 cm;. •... grojind clearance, 16cm; -dry weight, 203 kg; fuql'tank capacity, 16 litres; - transmission; ‘ five speed, .constant' mesh; front fwks, oil 'dampened, •• telescopic; rear Suspension, oil’ ' dampened‘'shock : absorbers; front; ’brakes, double disc;rean’brake, single disc; front* rear tyre, 375-