Motorcycle specifications SuzukiGT 380 1975

We all know Monsieur Plus and his famous elbow from the 90s, when he worked at Balsen. Thanks to him, we used to have (too much?) caramelized popcorn when we went to the movies. But few motorcyclists know that Monsieur Plus also worked for Suzuki in the early 70s. As a result, Suzuki was able to offer models that were always a little more than the competition. At the top of the range, Honda had its 4-legged and Kawa its air-cooled H2; Suzuki also had a 750cc, but water-cooled. In 1972, the Hamamatsu company presented 2 midsizes. And as usual, Monsieur Plus was there. While other Japanese manufacturers offered 350 and 500cc models, Suzuki+ launched its GT 380 and 550.

the GT 380 doesn't have liquid cooling (reserved for the 750). But like the rest of the range, it is equipped with a brand-new 3-cylinder engine, 371cc to be exact. It features a rather special cylinder head covered with a sort of metal cap, known as the Ram Air System, designed to force air to circulate between the cylinder head fins and thus optimize cooling (particularly for the central cylinder). While this brings a little extra marketing value, economic reasons also seem to have been taken into account when designing this engine. Suzuki also markets a 250cc twin-cylinder (GT250) with the same bore x stroke dimensions (54 mm x 54 mm). It's easy to assume, then, that the manufacturer chose to use parts common to both engines to reduce costs. The GT is, in fact, a sort of mix of the GT250 and GT550, sharing certain parts (frame, trim).

the engine develops 37 hp at 7,500 rpm and 38 Nm of torque at 6,000 rpm. It does slightly better than its 350 rivals, and won't be outdone when they go up to 400cc. Its main asset is its flexibility and torque. And while it may not seem as turbulent as a Kawasaki 350 S2, it's much easier to handle on a daily basis, picking up gaily from the lowest revs. The gearbox was equipped with an extended 6th gear, enabling long-distance cruising without hammering the engine. And this "overdrive" 6th gear is totally in keeping with the machine's philosophy. The Ram Air System significantly improves engine reliability and, above all, avoids the power loss typical of 70's 2-strokes when the engine gets too hot (sporty use or long trips).

as for the chassis, the GT 380 offers a high level of rider comfort. The supple suspension easily absorbs road irregularities. However, when the engine is used in a sporty way, it can disunite the work of the suspension. In those days, hardcore sportsmen were more likely to opt for Kawasaki 3-cylinders. Miss Suzy was born a GT, and she shows it. The drum brakes (front and rear) quickly showed their limits, and the 180 mm double cam front was soon replaced by a more powerful 275 mm disc in 1973.

this Suzuki is quite rewarding for its owner. Designed with a chassis similar to that of the GT550, its size is more imposing than that of its competitors. With each successive version, the 380 is enriched with chrome, accessories and modifications that prove to be extremely useful: lockable fuel filler caps (from 1972), dashboard speedometer (1974), various engine modifications to make it less rough on pick-up, raised 3-in-4 exhausts for better cornering....

the styling was copied somewhat from the Honda CB. But you've got to admit it's got class, with its chrome accents, rounded canister and chrome 4-silencer exhausts.

sold until 1979, it was a great commercial success for Suzuki. So much so, that GT380s can still sometimes be found in the classified ads of the specialist press. It was retired, mainly because of its voracious appetite given its modest displacement, and was pushed out by the new GS range (4cyl 4T), more modern and more in tune with the needs of the time (fuel economy, pollutant emissions).

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