Suzuki 185 Sierra
SUZUKI 185 SIERRA
Cycle World Road Test
For The Guy Who Likes Horsepower Without Bulk Or Inordinate Expense.
SUZUKI’S 185-cc Sierra is tailor-made for the person who wants performance approaching that of a 250 but in a more compact and less expensive package. Don’t get the wrong idea though. It’s not an inexpensive racer. Rather, it is an exceptionally appealing dualpurpose bike that performs equally well onor off-road.
That’s right. It performs equally well in both areas. Aside from slightly heavy steering at slow speeds, the Sierra is both nimble and responsive on the street. This, plus a wide powerband and plenty of pep make it ideal for commuting in cross-town traffic. Fast surface streets are well within reach too, as the Sierra cruises effortlessly in the 50-60-mph range.
Remove the dual mirrors, and the Sierra is ready for any off-road situation, short of competition. Steering is predictable, and on fireroads the 185 does little that’s unsettling. Press deep into a turn with the power on and the rear tire eases out slowly. There is plenty of power on tap to maintain that slide too. Fireroading is so easy on this bike that you often find yourself going considerably faster than conditions really allow.
Reach a crest in the road or a set of whoop-de-doos and the front end lofts easily. It’s not necessary to jerk up on the bars; just lean back slightly and keep the power on. The Sierra is definitely one bike that wouldn’t benefit from lightening the front end.
The engine cases are decidedly narrow, and with nine-plus inches of ground clearance, difficult trails can be negotiated with minimal fuss. The engine is particularly adept at this slow going as well. It will pop along below 3000 rpm for hours without loading up.
There are a lot of dual-purpose bikes, though, with precisely these characteristics. What differentiates the Sierra from the majority is that it is becoming a proven 250-class Enduro bike as well. Easterners were the first to use them in enduros, and their reasons were simple. On rough, woodsy courses, lighter, more compact mounts are easier to ride.
What’s more, preparing a Sierra is a relatively easy task. Rim locks are standard so all that’s needed in the wheel department is a change to knobby tires for better traction in mud and perhaps wiring the spokes together at each junction to prevent further damage in the event of breakage. The stock rear shocks are adequate, but most will change to either Koni or Girling units, as they offer better rebound damping. Change to a softer handgrip (the stock ones cause blisters), remove the tachometer (it’s not necessary), safety wire or Loctite everything, and major preparation is almost complete, as both frame and engine are alright as is.
All that remains is adjusting the front forks’ spring rate to suit rider weight. On most bikes, it is necessary to change springs, but not on the Suzuki. Cam-type adjusters are fitted into the top of each fork tube. If the forks bottom in the as-delivered position, remove the rubber plug on the top of each leg, insert a screwdriver in the adjuster slot, and press downward until the cam engages the second position. This increases spring tension and the ride becomes stiffer. In all, there are three positions.
Frame design is simple, yet sturdy. The single toptube and downtube are braced by a large tab where they are welded to the steering head. Two smaller diameter tubes loop around the engine and connect the toptube and front downtube. Crossbracing makes the structure quite rigid. A subframe supports the seat and rear fender assembly and the swinging arm passes inboard of the frame as is common practice.
Like the frame, the piston-port, two-stroke Single should give little trouble. The crankshaft rides on three roller bearings, and needle bearings are used at both ends of the connecting rod. Suzuki’s crankcase oil injection system not only precludes mixing oil and gas, but also insures proper lubrication of the lower-end bearings.
Both cylinder barrel and head are aluminum alloy, and rubber pads between the fins reduce mechanical noise somewhat. The fins are quite large for a small displacement engine, and their cooling ability is really impressive. If the engine is given a 15-min. rest after hard use it is necessary to use the choke for restarting.
A pressed-in iron liner, a two-ring piston, and a 24-mm Mikuni carburetor complete the top-end assembly. The combination is good for a claimed 17.5 bhp at a conservative 7000 rpm. Maximum torque is 13.5 lb .-ft. at 6000 rpm, and the 185 pulls strongly from 5000 to its maximum of 8000 rpm.
Primary drive is by helical-cut gears to the clutch and five-speed transmission. Primary kick starting allows the machine to be fired in any gear, with the clutch in, and it’s a good thing as neutral is difficult to engage. Other than neutral, gear selection is precise and ratios are well suited to engine characteristics.
The spark arrester/exhaust pipe is carried high on the right and is fastened by a bolt to the frame near the right shock absorber mount. Springs are used at the cylinder barrel and midway down the pipe. It would be a good idea to double-spring these locations if much off-road riding is anticipated. As for noise, with the engine running at full tilt, sound level is acceptable, but it is rather sharp and not entirely pleasant.
Air filtration is handled by a polyurethane foam element housed under the seat. Frame tubes, however, are not far enough apart to allow servicing from above. Instead, the filtering element and its housing must be removed from the side of the exterior canister.
Unfortunately, this isn’t as easy as it sounds. The rubber hose that connects air cleaner and carb is secured directly to the element housing. Therefore, it must be removed before the element housing can be extracted. Then there is the oil tank. It’s in the way too. Oil lines can be left connected, but the tank must be taken off the frame and temporarily relocated to the rear. With this done, the air cleaner element and its housing slip out easily.
On a streetbike, you can live with such an inaccessible aircleaner. But on an off-road machine, it is inexcusable; servicing the filtering element is a daily chore.
Fortunately, servicing the remainder of the Sierra is considerably easier. For one thing, a capacitor discharge ignition system has replaced the more conventional magneto/ contact breaker set-up. Once the timing is set, there are no further adjustments required. Another convenience is the hinged seat which provides access to the battery and majority of wiring. Two rubber straps hold the tank down. With it removed, the ignition coil and remaining wiring can be reached easily—if the need arises.
Performance. Electrics. Styling. All are difficult to fault and together make the Sierra an appealing package. If there is a touch of Walter Mitty in your makeup, try a 185 Suzuki. It will deliver all you can ask.
SUZUKI
185 SIERRA
List price $649
