Rider
Reports on Suzuki T305
Suzuki
T305 by Joe W Richardson (Sep 2005)
The Suzuki 305 is a
little known bike in the UK and parts are difficult to come by as I
found during the 10 year saga to complete a TC model variant.
However, by 2002 I had two TC305’s and an alternative for the
restoration of the second bike was to make a T305 road bike.
The basic chassis and controls were the same but look was totally
different. The road bike had a normal low running exhaust
system the same as the later T350 and a new set of pipes that I had as
spares would do the job. The mudguards were also different in
that the rear was valanced like the early T500 and the front had twin
stays instead of the high level support on the TC. Again I
already had a twin stay front as this was for a rebuild of a T250 and
if I used a non-valanced rear this would not really be
noticed. The major problem was the tank and seat.
The TC had a tank made much shorter allowing the seat to be further
forward to suit the trials format and in addition both were totally
different styles. The tank was therefore pivotal to making a
road version.
I had unsuccessfully
tried finding a T305 tank when I was looking for the TC exhausts in the
90’s and maybe I would have better luck now. Unfortunately,
despite have many US contacts I could not get one though I was lucky
enough to acquire a new set of chrome tank panels. Then in
2003 I acquired most parts from another TC305 from the US and so the
rebuild of the second bike was destined to be a TC. This
meant that I had to start looking elsewhere for a T305. 
2004 was to be the
year. One of my US contacts had started to supply complete
tinware sets for Suzuki’s. These sets were a mixture of NOS
parts or very good used and completely refurbished with new badges
panels rubbers etc. He had a set for a T305 done in Orange
and they were originally for one of his own projects.
However, this project had not got off the ground and he knew I was
looking for a T305 tank so he offered me the complete set. It
was expensive but when the set duly turned up a few months later it was
in A1 ‘concourse’ condition and so worth the cost.
This purchase was
closely followed by finding a near complete T305 for restoration in the
UK.
Again luck was in and
the seat was only superficially damaged so a rebuild was possible. Now,
what is the saying about London Buses, wait for ages then three turn up
at once!! I was on a ship due to spend a couple of weeks in
Norfolk Virginia so the opportunity to bring bikes back was on the
cards. Low and behold there was a T305 for sale on
Ebay. It was in working order, completely original and
located only 300 miles from Norfolk, talk about co-incidence.
A quick phone call, a cash deal was struck and I proceeded to pick the
bike up in a hired van.
As you can see, I was ‘gob smacked’ at the condition of the bike for
being 35 years old and unrestored. The $1000 I paid for it
seemed a pittance. It ran sort of OK but needed lots of choke
to warm up however the top was very quite with mileage at 5K seeming
right. The poor running was to be expected as any two-stroker
knows that after 35 years the crank seals would be rock solid and next
to useless.
Once home the bike was
stripped completely down for cleaning and polishing. The
seals were replaced on the crankshaft but other than a new chain it did
not require anything else. The rebuild included indicators as
Claire does not really relish using hand signals.
A couple of hundred
miles of restrained running was undertaken to ensure everything was
settled down before giving it some ‘welly’. Like it’s TC
stable mate the engine runs well under power but carburetion is poor at
about 3000 Rpm. This is really noticeable once the engine is
well warm in Summer weather and thus the bike is not suitable for town
work or pottering about. This problem is due to the porting
being fairly ‘wild’ and the gearing has poorly considered ratio’s with
the jump to top gear being especially large. This model like
the first version of the T500 showed a lack of development however the
problems identified were rectified for the following T250/350 range
resulting in engines that were to be basically unchanged for ten years.
The handling is quite
good as the bike has a pair of ‘modern’ tyres fitted and though only a
drum front brake it stops very well. A Suzuki 250 size front
brake correctly set up with good shoes can lock a wheel in the dry so
stopping problems are not normally a problem with any bike fitted with
this brake. The rear brake is also very powerful but it does
lack feel and care has to be taken in the wet to prevent the rear wheel
from locking. General lighting is OK but with only a 35 W
main beam the high speeds the bike is capable of cannot be used at
night except on well lit A roads.
The bike is not
normally correctly identified with many mistaking it for a 200cc
Invader due to the similarity of the tank styling. The 305
badge and general engine layout provides the main clues to those who
know early suzuki’s. As for rarity, this is the only fully
road worthy T305 in UK or at least as far as I can find out.
In fact the only other one I have heard of outside of a breakers yard
is the second bike I have that is currently stripped pending
restoration.
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