Suzuki GS 850 G [1978–1982]: A Timeless Touring Companion Revisited
Introduction
The late 1970s marked a golden era for motorcycling, as manufacturers raced to build machines that balanced raw power with everyday usability. Suzuki’s GS 850 G, produced from 1978 to 1982, emerged as a standout in the touring segment—a bike designed to devour highways while coddling riders in relative comfort. Four decades later, this air-cooled inline-four still commands respect among classic bike enthusiasts. But how does it hold up for riders today? Let’s saddle up and find out.
Design & Stance: Old-School Muscle Meets Practicality
The GS 850 G’s design screams ’70s pragmatism. Its teardrop fuel tank, squared-off seat, and chrome accents give it a workmanlike charm that’s aged better than most period rivals. At 273 kg (602 lbs), it’s no featherweight—a fact you’ll notice when pushing it off the stand. The 785–795 mm (30.9–31.3 in) seat height accommodates average riders well, though the width of the plush bench-style seat might challenge shorter inseams.
Suzuki’s choice of a shaft drive—a rarity in its class at the time—adds visual heft to the rear end but promises reduced maintenance headaches. The analog gauges (speedometer, tachometer, and basic warning lights) are refreshingly simple compared to modern digital clusters, though the lack of a fuel gauge will have you relying on the reserve tap like it’s 1979.
Engine & Performance: The Sweet Symphony of DOHC Inline-Four
The heart of the GS 850 G is its 843–844cc air-cooled inline-four—a configuration that still defines sport-touring bikes today. With 80 PS (59 kW) at 8,000 RPM and a claimed top speed of 200 km/h (124 mph), it’s no slouch even by modern standards. The real magic lies in its torque delivery: a broad, accessible curve that pulls strongly from 3,000 RPM, making it less frantic than smaller inline-fours of the era.
Twist the throttle, and you’re greeted with a mechanical snarl that evolves into a turbine-like whine as revs climb. Vibration is present but well-managed below 6,000 RPM—push beyond that, and the handlebars start telegraphing every combustion cycle to your palms. The 5-speed transmission shifts with a satisfying clunk, though finding neutral at stops can become a mini-game.
Ride Experience: Highway Majesty, City Compromises
On open roads, the GS 850 G shines. The suspension—a basic telescopic fork (37mm stanchions) up front and dual shocks out back—soaks up imperfections with a plushness that shames many modern budget bikes. The riding position is a masterclass in ergonomics: upright handlebars, mid-set pegs, and that couch-like seat create a posture that’s sustainable for hours.
Urban environments reveal its age. The 22-liter (5.8-gallon) fuel tank and long wheelbase make tight maneuvers feel like piloting a small ship. Braking—a single disc up front and drum rear—requires planning ahead, especially when loaded. Still, the shaft drive’s lack of chain lash makes low-speed throttle modulation surprisingly precise once you adapt to its slight driveline lash.
Competition: How It Stacks Up Against ’70s/Early ’80s Rivals
The GS 850 G entered a battlefield dominated by:
- Honda CB750K (736cc SOHC): Lighter and nimbler but down on power. Chain drive meant more maintenance.
- Yamaha XS1100 (1100cc): More powerful shaft-driven rival but plagued by weight distribution issues.
- Kawasaki KZ1000 (1015cc): The muscle car of the segment—brutally fast but harsh for long hauls.
Where the Suzuki excelled was balance. It split the difference between the CB750’s agility and the XS1100’s brute force, all while offering the shaft drive’s convenience. Modern riders restoring these classics often praise the GS 850 G’s reliability compared to its oil-leaking, points-ignition competitors.
Maintenance: Keeping the Classic Alive
Here’s where the GS 850 G reveals its true personality—a machine that rewards meticulous care. Key considerations:
Valve Adjustments
- Intake/Exhaust Clearance: 0.03–0.08 mm (0.0012–0.0031 in) when cold
- Frequency: Every 6,000 km (3,700 miles)
Pro Tip: Use a feeler gauge set with metric measurements for accuracy.
Lubrication
- Engine Oil (with filter): 2.8–3.6L (3.0–3.8 quarts) of SAE 10W-40
- Final Drive Oil: 213ml (7.2 oz) of SAE 90 gear oil
Modern Upgrade: Synthetic oils improve cold starts and reduce sludge buildup.
Ignition System
- Spark Plugs: NGK B8ES (standard) or BR8EIX (iridium upgrade)
- Gap: 0.7 mm (0.028 in)
Watch For: Points ignition systems require regular cleaning—consider electronic ignition kits for hassle-free operation.
Tires & Brakes
- Tire Pressure:
- Front: 1.75–2.2 bar (25–32 psi)
- Rear: 2.0–2.5 bar (29–36 psi)
- Brake Fluid: DOT 4
Safety Note: Upgrade to sintered brake pads for improved stopping power.
Shaft Drive Care
The enclosed drive requires less attention than chains but demands periodic oil changes. Milky oil indicates water ingress—common in bikes stored outdoors.
Conclusion: A Classic That Earns Its Keep
The Suzuki GS 850 G isn’t just a museum piece—it’s a viable companion for riders who appreciate mechanical simplicity and touring DNA. While modern bikes outclass it in every spec sheet metric, none can replicate the visceral connection of its air-cooled heartbeat and analog controls.
For owners today, the aftermarket ecosystem is rich with upgrades: LED lighting kits for visibility, progressive suspension springs for handling, and jet kits for those running ethanol-blended fuels. At MOTOPARTS.store, we stock everything from period-correct decals to modern performance upgrades—because even classics deserve to evolve.
Whether you’re preserving a survivor or resurrecting a barn find, the GS 850 G remains a testament to an era when touring bikes were built to last. Just don’t be surprised if it outlives your patience for modern electronics.
All images via MOTOPARTS.store archives. Explore our curated selection of GS 850 G parts and accessories to keep your classic running like new.
