GR650 Cycle World Test

Reprinted from the July 1983 issue of Cycle World

ground. The low seat height amplifies the bend of the leg and straight-arm riders found themselves wedged against the step. Suzuki has thoughtfully provided conventional bars, easily swapped for a lower, shorter pair and if that doesn't work the seat could have maybe an inch more padding in the middle, an inch shaved off the back. And most of the crew liked it the way it was. Matter of personal preference or old war wounds.

Riding the Suzuki 650 is in most other ways satisfying. It doesn't have many annoying features, those little quirks that make some bikes frustrating to ride. It starts easily with the push of a button and handles predictably on all kinds of surfaces.

Servicing is another mixed bag. There are only two spark plugs to change, and they're out in the open, but the shim-type valve adjustment can be a nuisance. There is no cam adjustment or igition adjustment. Access to the battery and air filter is good, but the battery has to be pulled to check the water level, not so good. At last Suzuki is installing shorter mufflers on its street bikes so the exhaust system doesn't have to be moved to pull the rear axle for tire changes. That same exhaust system is quiet, only emitting a strangled little throb of muted power. Mechanical noise from the GR is low enough it should be able to make a little more pleasant sound than it does.

Add to this, a collection of convenience features. Under the lift-off seat is a chain, opened with a magnetic key ring provided with the bike. It's too short to be of most use, but can make the security-conscious rider happy. Instruments include an almost accurate gas guage and a digital gear position indicator. There is a minimum of tacky trim, excepting the little rubber pad on the handlebars and the front running light encased in genuine chrome-plated plastic. Not bad, though.

One feature stands out as an overriding reason to buy the GR650. Price. List on the standard GR650 is $2399. The lower cost GR650X has a list of

Honda 650 Twin is much quicker in quarter-mile acceleration, though the Suzuki is a match for a BMW or Yamaha.

Where the low gearing hurts is the gas tank. To start with, it's a little small at 3.4 gal. Then add 45 mpg in hard riding and the range is only so-so. Ridden more gently on the Cycle World mileage loop, the GR returned 57 mpg. If the GR were geared to take advantage of its good power at low engine speeds, it could provide excellent gas mileage. As is, the mileage is only average.

Comfort drew mixed reviews. Nothing wrong with the suspension or controls, but one of the riders would have preferred a bit less of a step in the seat and less height, pullback and bend in the bars, while wishing the pegs were lower. One virtue of a Twin is narrowness and that should bring with it better cornering clearance and that should let the pegs be closer to the

$2149. That, friends is cheap. This is a blue-light-special on two wheels. It's the equivalent of the 19-cent hamburger, the $29.95 paint job and free kittens rolled into one. For a little over two grand you can own a real, honest-to-gosh, full-size, brand-new, undented motorcycle.

There are only two things we'd want to see changed. First, raise the top gear ratio. Second, change the name. You'll notice we've been carefully referring to this as the GR650, a perfectly good name for this great bike. On the side covers, there's another name. Tempter. Come on, Suzuki. Tempter is a silly name. This is not a silly motorcycle.

It's an excellent motorcycle. It's worth every penny. It's a fitting successor to all those 650 Twins of a generation ago. It even burned out it's headlight, just like those big Twins of so long ago. Think of it as character.

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