Nobody seems to remember the company hired by Suzuki to advertise the Laredo model, but it certainly pulled out all the stops. The town of Laredo had a deserved reputation as a tough border crossing in Texas back in the late 1800s, and is rich in history. As well as a song called “The Streets of Laredo,” which is all about a dying cowboy; not sure that would be the proper way to tell people how much fun riding a motorcycle is, as motorcyclists were being called modern-day cowboys.
Suzuki had done a good deal of serious work in approaching the American market. At the start of the company’s business in the U.S., 1962, it offered a relatively ponderous 250 designed in the late 1950s, which had an electric starter, turn signals and a hydraulically actuated rear brake. All quite useful on a practical commuter bike.
However, the next version, the 1966 X-6 Hustler, was quite different, with performance being the issue. The X-6 touted its six-speed transmission, the six gears focused on being able to stay in the narrow powerband that the two-stroke twin enjoyed. The all-new, perfectly square (54 x 54mm) parallel twin engine was rated at 29 horses at 7,500 rpm, which was quite astounding for a street-going 250. The heavy electric starter was dispensed with, and weight was an extremely modest 300 pounds wet, resulting in a top speed of 100 mph. Good bike, albeit a tad fragile, with busted gearboxes, slippy clutches and holed pistons high on the list.
As some riders may remember, this was when the AMA was trying to impose four-speed gearboxes on all models in national racing competitions.
Change is good, especially the kind that might attract customers. For 1968 the company upsized the engine to 305cc by boring the cylinders out to 60mm, adding 58 cubic centimeters to the cylinder capacity. The resulting 305cc bike came out in two versions, the low-piped T305 Raider and the street-scrambler styled TC305, with high pipes, knobbyish tires and a skid-plate. Not that such mods made much difference when on seriously dirty dirt, but the rugged look sold — rather like today’s adventure bikes.
More essential changes involved making the tranny tougher by almost doubling the size of the gears. And slightly decreasing the compression ratio from the 250’s 7.3:1 to the 305’s 6.7:1. As well as enlarging the clutch plates and using thicker cork (when is the last time we saw a clutch with cork inserts?) to give the much-abused plates added longevity. These improvements added some 20 pounds to the heft of the engine/tranny unit. Overall wet weight, with 3.7 gallons of gas in the tank and almost half a gallon of oil in the Posi-Force reservoir, was almost 340 pounds.
This had all the essential Suzuki modernizations, with that Posi-Force oil injection system making sure that the oil got to the important lubrication points, rather than just mixing with the gas and hoping for the best. More importantly, the buyer that Suzuki was looking for had no interest in the messy business of personally adding oil to the gas tank. A vacuum petcock did away with the need to turn off the gas when stopped, a ritual the older generation was quite familiar with.
The 305 used the Vol-U-Matic induction system, a porting technique that allowed for a reasonable amount of grunt, or torque, to be generated by this middling-small engine. That was helped along by heavier flywheels, which served to make the engine less touchy when plunking along a dirt road. Tractable was a word often used by reviewers. Rotary valving was becoming much the rage in the late 1960s, but Suzuki liked the traditional piston-port design.
The 305 was produced with a pair of rather large 32mm Mikuni carbs, compared to the 24mm ones on the 250. The engineers had realized that if they left the intake port the same size as on the 250, with the same stroke, the bigger carbs would allow for rapid filling of the crankcase. And the big gulps of air assisted in quickly jamming the fuel mixture through the ports and into the hemispherical combustion chambers. An amusing side effect was that this system, useful when dawdling along, created a major intake boom when the rider chose to twist the throttle all the way open. As one magazine put it, “…the roar is enough to rattle your very bones.” But 37 horsepower was claimed by the manufacturer.
The engine/tranny unit sat in a full-cradle frame, the tubular members making a full U as they came down from the steering head to go under the engine and loop up to the saddle, to meet with the three tubes running back under the gas tank. The 51 inches between axles provided for good control at slow speeds, and still reasonably capable when pushing the century mark on the speedometer. Though the rider might need a bit of downhill to attain 100 mph, as road tests of the era showed 95 to be about top. The fork was said to be a bit on the stiff side, while the rear shocks seemed soft. Probably much depended on whether one lightweight was on board, or two heavyweights. Good ground clearance was provided, with even the centerstand neatly tucked away.
Good bike, well received, but Suzuki obviously felt the need for something new. The Laredo was only on the market for one year, with a few leftover Raiders sold in 1969. Replacing it was the Rebel 350…nice number, but the 305 engine had only been bored out another 2 mm, adding just 10cc, for a grand total of 315cc, not 350cc. Truth in advertising?