1967 Suzuki X-6 Hustler
(Page 2 of 3)
January/February 2009
Doug Mitchel
6 speeds and more
Suzuki set another standard when it chose to add a 6-speed gearbox to the compact Hustler. Known as the “Super Six” in some markets, it was the first ever production motorcycle to feature six ratios, just one of the many endearing qualities of the new model. Mating this stone-solid engine to a 6-speed gearbox meant it was easy to stay right in the powerband. The bike was easy to start and almost as easy to maintain and ride. And at just over 300 pounds wet, the X-6 was quite light and manageable.
Additional features that helped to set the Hustler apart from the crowd were the front brakes, of racing design with double-leading shoes in an 8-inch dimension. A wide saddle had enough room for two grown adults and was well padded for their riding comfort. The rear shocks offered three positions so you could cater the stiffness to your size and riding style. The circular instrument mounted in the top of the headlight nacelle features a split display with both a tachometer (featuring an 8,000rpm redline) and speedometer. An onboard air pump came in handy when you found the pressure in the tires a bit low, and it saved you a trip to the corner filling station.
The X-6 could turn the quarter mile in 14 seconds at a speed of 90mph, with a top speed of 100mph. The fuel tank held 3.7 gallons of fuel, enough to provide hours of fun for the rider and a passenger. With fuel at about 35 cents a gallon, who wouldn’t have fun? Buying a new Hustler wasn’t much harder, with new bikes available for around $650.
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Designed to shine
Styling on the Hustler was right on target and remains a crowd favorite. The curves of the fuel tank were accented with chrome side panels and rubber knee pads. The front fender was silver in color and included a painted accent stripe that ran down the center, matching the body color of the tank. Some traditions remained despite the dramatic new features of the X-6. A telescopic front fork also used oil damping to improve the ride, and the exposed coil springs were an obvious feature. The flat-bottomed headlight housing has become a classic today, although it’s very difficult to replace if lost or damaged. Anyone who takes on a restoration will quickly learn of the scarcity of parts for these early Suzukis.
The combination of innovative design, sturdy assembly and ease of operation all added up to make the Hustler a popular choice for those who raced their 2-wheeled craft. It didn’t matter if you chose paved or dirt tracks, the X-6 quickly became a dominant factor in every segment of the field.
The 1966 Hustler was little changed from its debut offering and continued to be the biggest machine in the Suzuki ranks. American buyers were getting used to seeing the perky Japanese machines around their towns, and they continued to gain in popularity. The Suzuki sales catalog for 1967 grew to include 16 models, and while there were many smaller displacement models shown, the Hustler remained at the top of the heap. Yet as popular as it was, 1968 would be the final year for the T20 X-6.
1968 saw Suzuki pare down the lineup, but add several new models with larger displacements. Two machines carried a 305cc mill, while yet another, the new T500, was listed with a whopping 500cc powerplant in its frame. As buyers looked for more and more power, the days of the small displacement machines were waning fast. While the Hustler name lived on until 1973 (from 1969 on it was attached to Suzuki’s uprated T250), after 1968 the X-6 designation disappeared forever.