SUZUKI GT185
A buyer’s guide to this issue’s cover star.
In 1960 when the 250cc learner law was introduced, the kids of the day were suddenly limited to the likes of AJS Model 14s and BSA C15s. Doubtless, insurance companies breathed a sigh of relief and yet, at the same time, started rubbing their hands together. They had a captive market they could well and truly milk. The only crumb of solace was that anything sub 200cc received a significant reduction of insurance premium. For some reason the powers that be reckoned that anything less than 200cc offered a substantially lower risk. Well, that logic might have been flawless at the start of the decade, but within a handful years the Japanese arrived mob handed to show everyone what small engines could really do. When the likes of Yamaha and Suzuki divvied up bikes such as the CS series or the T200 Invader, it really dig beg the question, ‘Why does anyone need a 250?’ Then they upped the ante with the RD200 and GT185. Arguably, no one did need a 250 any more, and the Suzuki offering was a miniature pocket rocket straight out of the box. For six glorious, smoke-filled, ring-dinging model years, kids could sign away their lives in return for a true small-scale rip-snorter of a bike with all the pizazz of its triple cylinder brothers, and then some. Although still
traditionally piston ported, unlike Yamaha’s reed valved RD200, the bike had been tuned for performance and bore little resemblance to the T200 Invader that Suzuki had dropped in the late 1960s. The GT185 K arrived in the UK in 1973 as a cost-effective alternative to the larger GT250. Being some 40 kilos lighter than its big brother, the 185 also offered a lot of performance in a relatively small chassis. The riding sensations were all about vivid acceleration, induction roar and the crackle of those two seamed silencers. Compared to the RD200, the Suzuki GT185 felt and sounded like a missile, even if wasn’t actually any faster. The 185 always came with added bragging rights, courtesy of that opinion-splitting Ram Air cylinder head cowling. Said to funnel vital cooling air over the heads it was, almost without question, more of a signature mark than of any real, practical use. Although the GT185 was cosmetically similar to the GT125 which was launched in 1974, the larger engine had a decent spread of torque which the 125 lacked, the smaller bike being a real buzz bomb. The first, K, model arrived with a twin leading shoe (TLS) front brake, which was probably best described as adequate. Lacking both the bite and power of the Yamaha 200s TLS brake, Suzuki swiftly replaced it with a decent disc for the 1974 L model, which much better suited the bike’s performance
and potential use. From there on until 1978 the Suzuki GT185 remained virtually unaltered, other than cosmetics when it was replaced by the all-new GT200 aka X5. The year 1977 saw the GT185 gain a new seat, which also sported a tail piece. For 1978, the bike was sold in Japan and other markets as the RG185. Undoubtedly, Suzuki was trying to run out the remaining stock of GT185S and hoped the RG tag would assist in shifting the final batch. So why might you want a Suzuki GT185 now? How long have you got? Firstly, their cosmetics very accurately mirror those of Suzuki’s larger, contemporary machines, so if money is tight you can at least bask in some reflected glory of, say, the 550 or 750. Secondly, they are an absolute hoot to ride and one of the few bikes where you shouldn’t wear ear plugs… just so you can savour the aural delights as the bike comes on pipe. Next up is sheer accessibility. If you’re smaller of stature then the GT185 is such an easy bike to use. Finally, there’s that all-important electric start, and for older riders who may have leg or joint issues, the GT’S electric foot is a godsend. Of course, there’s the sordid subject of money and with two-strokes of any sort now commanding a premium, a GT185 can be something of a relative bargain. Although they’re not stupidly cheap like they were only a few years ago, you can pick up a really tidy GT185 for half the cost of a restored Yamaha Fizzy DX… and who doesn’t like a bargain? For two-and-a-half big ones you can be hurtling around the backroads of the UK tax free, MOT free and on a bargain insurance premium. How many more reasons do you need not to own a GT185? cmm