Return to GR650 Presse

reprinted from the May 1983 issue of Cycle Magazine     

 

passengers though the footrests, seat and handrail, the comfortably placed passenger pegs and rail found favor for their positioning. Above 4700 rpm, however, vibration renders the rail useless. Because the passenger seat area is relatively short, the grabrail hits the passenger on the tailbone.

The GR650 is most likely capable of higher mleage figures than our overall average indicates. Our test bike arrived showing only 170 miles on the odometer, and during it's stay the mileage improved. The first few tankfuls netted averages in the mid-40s; the last fill-ups produced figures in the low 50s. Our lowest ever was 43.3, and our highest, 55.3 included some drag-strip runs. A two-up highway trip netted 54.8 mpg. Don't worry about straining your bladder between topping off: the 2.5 gallon main fuel supply allows a range of about 120 miles.

A single lock -  ignition key activated - releases the removable seat. We welcome this change from the lock-and-twin-latch affairs which hamper the GS1100's seat. Underseat, you'll find access to the bike's battery, tool kit and locking security chain with it's nifty magnetic lock. The left sidecover gives access to the air cleaner and fuses. Maintenance is pretty simple. Valve clearance is shim-adjusted, but their are only four valves - good news. The oil filter cartridge lies front-and-center; camshaft chain and ignition timing require no adjustment.

Suzuki's GR comes in another version: the economy GR650XD. Differences? The economy version has single-tome paint, no auxiliary running light under the headlamp, no fork air fittings, and spoke wheels with tube-type tires and aluminum alloy rims. Oh, one more difference - it sells for $250 less than the D-model. In it's XD form, the Tempter may be motorcycling's Most-Bike-Per-Dollar buy.

You can look at this 650 and conclude that it's the world's biggest bored-out 450. Or you can see it as we do - a technological advancement of the 650 vertical-twin concept. It's smaller and lighter than the world's last new 40-incher, Yamaha's XS650. That bike outweighs the GR by 60 pounds. Suzuki compressed the 650-twin theme into a package with 1983 features. 

The Tempter is a good alternative for riders considering a 450. For all of it's "small bike" handling, it has more punch and more touring comfort than smaller twins, promising to amuse its rider for longer stretches. For those riders who don't need or want four-cylinder power and would gladly trade firepower for accuracy, the Tempter fits the bill and saves cash. One thing's for sure: Suzuki just brought the 40-inch vertical-twin concept into the 1980's.

 

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