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Suzuki GS 450T

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Make Model

Suzuki GS 450T

Year

1982

Engine

Four stroke, parallel twin cylinder, DOHC, 2 valves per cylinder.

Capacity

448 cc / 27.3 cu in
Bore x Stroke 71 x 56.6 mm
Coompression Ratio 9.0:1
Cooling System Air cooled

Induction

2 x 34 mm BS34SS Mikuni carburetors

Ignition

Transistorized

Starting

Electric

Max Power

32.8 kW / 44 hp @ 9500 rpm

Max Torque

36.3 Nm / 3,7 kgf-m / 26.8 lb-ft @ 8000 rpm

Transmission

6-Speed

Final Drive

Chain

Front Suspension

33 mm Air assisted forks

Front Wheel Travel

140 mm / 5.5 in

Rear Suspension

Dual shocks

Rear Wheel Travel

160 mm / 6.3 in

Front Brakes

Single 272 mm disc

Rear Brakes

Drum

Front Tyre

3.00-18

Rear Tyre

3.50-16

Dry Weight

181 kg / 399 lbs

Wet Weight

197 kg / 434 lbs

Fuel Capacity

15 L / 4.0 US gal / 3.3 Imp gal

Consumption Average

4.3 L/100 km / 23.4 km/l / 55 US mpg / 66 Imp mpg

Standing ¼ Mile  

13.9 sec / 147.1 km/h / 91.4 mph

Top Speed

153 km/h / 95.3 mph

How to make a fast getaway, and do it on the cheap.

Back in 1982, Suzuki blew its corporate trumpet over the GS450TXZ. The marketing department had the high-energy 450 priced at $1649, only a toot more expensive than a used song flute. Here we are a year later, and Suzuki has dropped the price to $1349. Amazing. It's like being able to buy the high-school band for the price of a wax-pa-per-and-comb harmonica.

Most econo-box engines, like most presidents, aren't great; they are just there, dutifully occupying space, providing power, and being pedestrian. The GS450 engine-series is quite another matter. The GS450 has the charisma of a bona fide virtuoso. It loves to howl; it thrives on revs. The engine transmits a sense of urgency and excitement. Some people call motorcycles like the GS450TXZ "beginners bikes." Would that all begin-o-bikes were as charismatic as mechanical things. If so, motorcycling's future would be bright enough to be insured by Lloyd's of London.

Specifically, the trick to the TXZ is its high-quality engine, first-chair stuff through and through: double overhead camshafts, automatic cam-chain ten-sioner, gear-driven counterbalancer, two 34mm constant-vacuum carburetors, electronic ignition and six-speed gearbox. Specifications,

however, tell the player so much, and no more. The rest is in the playing, in the way the machine hums. For instance, the Suzuki's counterbalancing system, geared rather than chained, always keeps the engine smooth, without intermittent tremors at particular engine speeds.

Inarguably, the engine is the best part of the TXZ; the rest of the bike is adequate. A single-disc front brake together with a rear drum handles stopping. The wire wheels are a concession to the accountants, though beginners are unlikely to detect cast/wire functional differences. The TXZ doesn't have an air-adjustable fork, and the rear shocks are standard Japanese issue with simple spring-preload adjust-

ment. Nevertheless, you won't sui status deprivation in the school parki lot, nor will your friends wonc whether you buy your sports shirts some pipe-rack store off fashi square. Suzuki engineers had the go sense to keep the essentials on t scooter—the bike includes be sidestand and centerstand, for exa pie. Beginners may think a sidesta will suffice, come what may. A lov thought until you try to adjust or lu the drive chain, fix a flat, or make I motorcycle fit a narrow space in garage.

In the end, though, the engine is I message. Remember, you'll only sr. a good deal by spending the savings traffic court.

Source Cycle 1982