![]() The traditional Suzuki revs-through-the-roof fast idle is still there, however, when the choke is operated. ![]() But in this case the new, larger CVs work infinitely better than the old carbs and are singularly responsible for the biggest improvement in the rideability of the 850. That’s when the carbs are properly jetted, of course. We’ve often lamented the passing of slide-throttle carbs on various bikes because slide throttles tend to provide a crisper, more positive response to twisting at the grip, without a lot of lunge and surge. The spring-loaded chain tensioner takes up cam chain slack automatically as the chain wears, and for further maintenance-free running the ignition is breakerless transistorized.Ĭarburetion is by four 32mm constant velocity Mikunis, a change made last year away from the old 26mm slide throttle Mikunis. The compression ratio is 8.8:1 and the cylinder head is a fairly conventional two valve per cylinder arrangement with chain driven double overhead cams and replacable shims on top of the buckets to set valve clearances. The 850 was conceived as a touring mount rather than a road racer, so the engine and drive train were designed to be suitable for that style of riding. The 850 uses cams from the GS1000, with more lift and less duration than those on the 750, giving the 850 better mid-range and bottom end grunt at the expense of peak power. The engine uses the 750’s roller bearing crankshaft, stroke being 56.4mm like the 750, but with a 69mm cylinder bore. The engine in the GS850 is essentially a larger version of the old eight-valve 750, rather than a sleeved down remake of the GS1000. Suzuki's Finishing School Does Wonders for the 850's Manners The 1982 GL model in this test runs about as well as anything on the road. And few Japanese Fours have responded better to the fine touch of refinement than Suzuki’s GS850. The entire motorcycle industry seems to have sorted out its carb and throttle response ills to the point where a new bike with running or warm-up problems is the exception rather than the rule. We noted that other companies had to grapple with the same emmission laws as Suzuki, and some had been able to make their own models run better.Ī few years have passed since that first test, and things have changed. The carbs had a vague, surgeand-search feel when throttle settings were changed. of playing the choke against the engine to keep the thing running right, and by that time you had arrived at your destination, with a similar return trip to look forward to. It was okay cruising out on the highway, but around town the coldblooded nature of the engine made short trips less than a joy. Unfortunately, nobody liked riding the bike very much. And it was an 850, a bike of no more bulk than many 750s, but with a little more power for fully equipped twoup touring. The transmission didn’t work very well-it was stiff and reluctant-but the rest of the bike was pretty good. Here was an exemplary touring machine with air-assisted forks, excellent brakes, adjustable shock damping and a marvelously slopfree shaft drive that didn’t climb and dive all over itself. The Suzuki GS850, introduced in 1979, was a good example. ![]() It seemed that motorcycles were to be denied this peak of mechanical development just when they had it in their collective grasp. go through phases of development where progress is made slowly as people grope around for solutions, then faster as new ideas are piled one on the other, finally culminating in a phase where most of the problems are mastered and style overtakes technique. ![]() All mechanical forms, cars, cameras, stereos, etc. The future appeared to hold nothing but flat spots, gasps and the occasional backfire from a flock of would-be wonderful engines leaned out and strangled by regulation. While it was true that Japanese motorcycles were coming through with vastly improved frames and suspensions, new emission and noise regulations threatened to make the bikes unpleasant to ride if not downright unrideable. The end of the Seventies had some of us worried. ![]()
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