Styling seems to be the major factor in a buyer's decision to purchase a motorcycle. That's fine for buyers whose primary interest is image and profile, but paying too much attention to style can sometimes cause one to overlook other important factors.

A lot of people have overlooked the Suzuki GS850G. After all, it is rather conservatively styled, without the head-turning rakishness of a cruiser, the hyperkinetic lines of an all-out sport bike, or the opulence of a full-dress tourer. The GS850's plainness has won it a special— but not cherished—spot in Suzuki showrooms. In fact, Suzuki dealers are getting tired of looking at 850Gs, since models from as far back as 1981 are still available. Even though it won our annual comparison tour in 1979, we, too, hadn't given much thought to the plain-looking GS850. We never would have tested it had it not been for the usual year-end slowdown in test bikes, which sent us scrambling to find a bike that would still be available and relevant in 1984.

But as soon as the GS850G got here, a funny thing happened. As staff riders, jaded by the latest crop of superbikes,

luxury tourers, and high-performance sporting bikes, rediscovered the 850, the enthusiasm and excitement we felt for the bike four years previously reappeared in each person who rode it. The GS850, you see, is an excellent motorcycle. It is extremely comfortable, handles as well as all but the most sporting bikes, is fast enough for anyone without some sort of glandular problem, and is reliable. In fact, the GS850G has the distinction of being one of those bikes that keeps charming its owners years after the new paint has been scraped off. GS850 owners who write or call us invariably mention their bikes with affection and make comments like, "I really like that bike. It never gives me any trouble, and it is still fun after three years!" Since its release almost five years ago, we have not received more than two letters citing problems with the bike, which may constitute a record.

The 850 is not without weaknesses. It is a little slow to warm up, and throttle response is slightly abrupt. Our experience (January '80) also indicates that it doesn't handle too well as a full-dress tourer, although it works quite^{1 well when lightly dressed, with a lightweight clear fairing and saddlebags, for example. Finally, it consumes just a bit more oil than comparable bikes.}

Those are all of our complaints about the GS850. It has no glaring faults and is a genuine pleasure to ride in almost any situation. As a tourer, it surpasses many more narrowly focused pure tourers in comfort and range. It possesses one of the best saddles in the industry. The seat is flat and roomy and stays comfortable long after most seats have you squirming and wishing for the end of the road. There is enough latitude that riders of all sizes should be able to find a comfortable posture and still have space to shift their riding positions. The engine is remarkably smooth and quiet, and vibration simply isn't a problem.

The powerband is fairly wide, and the 850 is fast enough to break into the 12-second bracket consistently at the drag-strip. Once broken in (300 to 500 miles), clutch and gearbox action were exemplary. Ratios are well staged.

But the GS850 is more than an undressed tourer. It handles as well as all but the most dedicated of sport bikes. It steers with precision, stability, and confidence. Its tires are very good, and cornering clearance is generous. One of the remarkable characteristics of the GS850G has always been how little its shaft drive system affects handling; there is almost no rise and fall when you make major thrqttle-setting changes. Braking power is short of what some pure sporting bikes offer but is still more than adequate and without the mushiness of some other big Suzukis.

Although the GS850 doesn't have a long list of elaborate features—no LCDs or computers—it has more than just the essentials. A powerful H4 headlamp makes nighttime riding safer, and dual horns help at any time. The front suspension is adjustable for air pressure, and the_ fork tubes are linked by a balancing tube. The rear shocks have adjustments for rebound damping. Frills include a fuel gauge, self-canceling turn signals, and an accessory terminal. Since we last tested the 850 in 1980, it has acquired a blacked-out engine, a slightly lower seat, an aluminum grab rail, two-tone paint, a different gear indicator, a full-range

speedometer, a sidestand warning light, and a change in the clutch lubrication system to reduce clutch drag slightly.

One more change has occurred since we last tested the 850; leftover '81 and '82 models have been piling up in warehouses and prices have been dropping rapidly. You can buy an '81 model (which is styled slightly differently than the current model but is virtually the same mechanically) for about $1240 less than an '83 version. An '82 model is $314 less than an '83. The savings are significant for such few changes, especially considering the GS850 was and is such an enjoyable machine, worth every penny of the current price. M