1972 Suzuki Sierra 185 - 6-Page Vintage Motorcycle Road Test Article

Description

1972 Suzuki Sierra 185 - 6-Page Vintage Motorcycle Road Test Article
Original, vintage magazine article
Page Size: Approx. 8" x 11" (21 cm x 28 cm) each page
Condition: Good
SUZUKI
185 SIERRA
ROAD TEST
Small in size, but big in power
■The gap between 125 and 250 dual-purpose machines is
a hard one to fill. The manufacturer must decide to design
his machine to include the best features of the 125 (light
weight, nimble handling, low cost) along with the
desirable qualities of a 250 (lots of power and torque).
This “in-between” sized motorcycle can make an owner
very happy if it’s been done properly, and Suzuki’s Sierra
fills the bill.
Starting with the basics of their off-road 125 model,
such as the frame, Suzuki was off to a good beginning.
They needed only to refine here and strengthen there so
that the once 125 could accept the now more powerful
new I83cc engine unit. But don’t get the wrong idea. The
185 Suzuki may have borrowed some items from the
smaller 125, but it’s an altogether different motorcycle to
ride and enjoy. It’s got a personality all its own.
The frame, taken from the 125 Duster, has been
strengthened and reinforced in areas of stress created by
the new engine. A single toptube and downtube join at the
steering head, while a pair of smaller tubes extend under
the engine and curl up to join with the toptube. This main
frame section is amply cross-braced to provide rigidity
and prevent flexing. Seat, rear fender and shocks mount
to the sub frame and swinging arm section. A perforated,
stamped steel skid plate attaches to the frame for rock
protection. Welds left something to be desired, but the
black finish was applied nicely.
Suspension chores are carried out in a fine manner.
Front forks have ample travel and good rebound and
damping characteristics, but also feature adjustable spr-
ing rates for riders of different weight. The cam-type
adjusters are located in the top of each fork tube, and can
be twisted with a screwdriver to allow soft, medium or
hard settings. It only takes a few minutes to change.
Rear shocks are surprisingly good for Japanese units,
and are five-way adjustable. Progressively wound springs
are painted black, departing from the chrome finish
found on most machines.
The forks do a good job of soaking up the little un-
dulations along a backwoods trail, but at the same time
they don’t get snowed by the huge thud of a jump or the
crashing blow of a deep hole. Over rippling surfaces the
rear shocks don’t pump up and quit working, and as a
result the rear end of the machine doesn’t hop all over the
trail with the rider fighting for control. You guide the
Sierra, it doesn’t guide you.
Steel rims (19-inch front, 18-inch rear) might be heavier
than comparably sized alloy units, but they resist dings
more easily and don’t clog with mud. The wheels on the
Sierra come with rim locks and balance weights, someth-
ing you don’t find on many dirt bikes . A nice touch,
we think.
The brakes on our 185 test machine surprised us. The
front unit is quite small but stopped much better than we
thought it would. The rear unit, too, is light weight, yet it
really works. So often brakes of this size give problems
when it’s time to slow down. The ones on the Sierra had
lots of feel so that the rider could descend a steep hill
without locking the wheels, an important asset on any dirt
machine. Also, they allow a rider a margin of safety when
riding on the street.
The IRC Trials tires are a good compromise for dual-
purpose riding, but are more suited to the dirt, like the
Sierra. Tread patterns are the same front and rear, and the