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Just missed: the Suzuki Tempter
De Suzuki GR650 was built from 1983 to 1989. In terms of engine technology, the twin represented a balancing act between the past and the then-future. The engine design was similar to that of the traditional air-cooled British twin, the parallel twin. But there were clever subtleties.
The technology behind the Suzuki GR650 Tempter
To achieve better mixing of the gasoline-air mixture, the GR had a sub-inlet port: a hose running from the carburetor venturi to the intake port, just above the valve disc. Suzuki claimed this allowed the twin to run on a very lean mixture, which in turn had a positive effect on fuel consumption.
And of course the headlines had the Twin Swirl Combustion Chambers, which further swirled the mixture in the combustion chamber. The firing order was already Japanese-style at 180 degrees, and on the upper floor, two chain-driven camshafts rotated, conventionally massaging two valves per cylinder.
The unique double flywheel system
It featured a wet-sump crankcase and an ingenious dual-mass flywheel system with a centrifugal clutch that reduced the flywheel's mass above 3000 rpm. With the full weight on the crankshaft, the Tempter accelerated smoothly and smoothly at low revs. Once unleashed, it responded readily to the throttle.
Classic with Japanese finesse
In practice, you won't notice it. The system works well. Visually, there's nothing wrong with the engine either. It looks nice and compact, yet pleasantly classic. It's a show-off. The CV carburetors with their chrome caps and the beautifully contoured exhaust headers complete the look. There was a mono Full Floater-rear fork. The Suzuki didn't have a kickstarter.
The two versions: standard and D-version
The Suzuki came in two flavors: the standard version was painted in one color and had spoked wheels. The D-version It was painted in two colors, had cast wheels, and adjustable, air-assisted front suspension. Futuristic daytime running lights beneath the headlights were also an option.
Looking at such a machine today, it's striking how richly it's equipped. Suzuki was something of a budget fighter, but the company displayed captivating attention to detail. The paintwork, now beautifully patinated, is beautifully rich; the chrome is convincing.
The model with the red 'wings' on the tank that have faded a bit at the edges is a jubilant tribute – or a crude copy – of the Triumph-tanks from around that time. The crankcase covers still look like honest aluminum. The cockpit is classic with two gauges. But there is a fuel gauge. There is a warning light for an open jiffy stand.
The whole thing is also convincing. But of course, the hardcore classicists missed the second rear shock absorber. Some even called the sleek motorcycle "effeminate." The Suzuki does indeed look a little less rugged and massively classic than a Yamaha XS650, but we'd call it elegant rather than effeminate.
Riding characteristics of the Suzuki GR650
Well, there's no accounting for taste. With its 180-degree crankshaft, it doesn't sound like a Bonneville or an XS, but more like a Honda CB450 twin. It's the firing order that makes the music.
The GR prefers to make music on back roads. The machine runs smoothly there and sounds good. The handling is certainly a bit dated, but certainly not Flintstone-esque. The relaxed, wide handlebars offer a comfortable ride, and the amount of knee bend is perfectly manageable. This makes the Suzuki GR650 a simply decent cruiser.
The Suzuki GR650 Tempter in the United States
The Suzuki GR650 is a twin-cylinder motorcycle, produced from 1983 to 1989. In the United States it was called the GR650 Tempter and was only sold there for the 1983–1984 model years. We haven't been able to determine how many were made. But one way or another, the supply of certain parts is becoming or is scarce. For example, rubber seals on the carburetor side are a bit of a problem. But in Arnhem, they're investigating whether parts from other Suzukis are identical. That's quite possible.
Suzuki would later take the name temperature reuse on a version of the ST400, which was sold in Japan and Europe.
Why the Suzuki GR650 is still interesting today
The Suzuki Tempters weren't big sellers; they're still underrated. For Bonneville riders, they're knockoffs. For XS riders, they're not cool enough. They're high-quality, solid machines without a shred of sporting intent. Historically, the Suzukis are among the last serious attempts to keep middleweight twin-cylinder four-strokes alive. Parts availability is no longer optimal. The GR650s are still shockingly cheap for what they are.
Each of the Suzukis in the pictures costs (much) less than €2.000.
In 1986, I also bought one (white with red), a GR650X. I'd come from a 400cc and thought it was a really nice bike. Without a car, it was my only transportation. Commuting, and the whole lot was easy. What Pascal said happened after a year, just after the warranty period. After half a dozen carbon brushes, we discovered that the starter motor's armature had warped due to the heavy compression. This was explained after asking the guys from Heinenoord. The solution was a new starter motor and a double base gasket under the cylinder. After that, I rode it for about three years, completely satisfied, until I traded it, along with the 400cc I also had, for another Suzuki. Which I still have. (I bought a Survivor from that 400cc last year. But that's another story.)
I always understood the GR650 to be a bored-out GS450…in turn a bored-out GS400.
Where the '400' still had a split crankshaft, its bigger brothers (sisters..?) had one made from one piece with plain bearings.
Bulletproof…so high mileage doesn't have to be a problem.
Starter motors can sometimes give some problems at a higher speed, often solved by new carbon brushes.
I still have an old one, a GS500, the block looks suspiciously similar to it.