Build a better motorcycle and the world doesn't necessarily beat a path to your door. For several years now Suzuki hasbuiltoncof the sweetest small-displacement twins available, the (.Slim, and although it has captured amarket share, it'snev-er matched the sales success of overrated custom bikes in the same general displacement category.

That's too bad. because the bike continues to impress us in its latest incarnation, the GS400S, as a sound, practical and fun motorcycle, especially for learners, riders of small stature and city dwellers.

Suzuki recognized the need to draw more attention to the GS400's merits, and in '84 has larted it up with flashier gold wheels, new paint and a nose fairing on the CS400S model. The mechanical package remains largely unchanged, but there are a few refinements.

When we last tested the Suzuki CS-■100, an E model, wc compared it with Yamaha's XS400 Secu, and rated the Suzuki ahead of the Yamaha mostly on the basis of its superior engine charac-(eristics(|uly '82). Two years earlier we judged Suzuki's GS400 the best bike in a six-model comparison, und it's the only bike of that group to weather the years I comfortably.

Suzuki has left the engine untouched for the '84 model, except to paint it black with matching exhaust pipes, and the DOHC. four-valve twin remains a winner. A gear-driven counterbalance smooths the imbalance of a 100-degree

parallel twin to the ex-lent that the CS400 is smoother than most of Suzuki's fours. Carbur-etion is crisp and the engine pulls well from low revs to redline without any hesitation or flat spots. Power comes on most strong-Iyabove6.000 rpm. but you don't need to row through the gearbox for ordinary street use. nor is it necessary to keep it pinned at red-line for a sporting ride. Theexhaust noise seems unexciting, and overwhelmed at low speed by the engine's mechanical noise, but the GS400S is a quiet motorcycle.

During our last test of the '82 GS4O0 we recorded a quarter mile time of 14.16 seconds at 146 km/h (91 mph), which puts the small Suzuki into a sporting realm. But its mild manners und low-speed pulling power also make it well suited to learners and commuters,

In udditlon. the GS400S returns good fuel economy: 4.4 L/100 km (63 mpg( during our test despite some hard use and break-in mileage. The tank hotdsl6 L. providing an excellent range of 358 km. and the fuel gauge is accurate enough to be useful until reserve is reached.

Suzuki has moved the choke from beside the carburetors to its proper place on the handlebar, where it is easily adjustable for cold morning starts. The engine warms up fairly slowly, but can be ridden off under choke.

The clutch drags slightly on cold mornings, and the transmission works better when it's warm too. Shifting action Is usually positive and light, buneutral can be occasionally difficult to find l'rum first or to shift through. The gearbox would work better if the shift lover weren't so short. Most riders shifted with the top of the fool rather than the loes, and found the effort sometimes painful. You can work around the problem by moving your fool back for each shift.

Since sporting motorcycles have made huge strides in recent years. Ihe GS400S seems less impressive than its paint and styling would suggest. Hut it's still a capable and entertaining bike at low and medium speeds, where steering is precise and effortless. Light weight and a reasonably rigid chassis and firm suspension help, but the GS400S predictably loses its composure at higher speeds where it begins lo wallow and weave.

The rear shocks are the most obvious culprit, being noticeably underdamped. but their performance is adequate for a budget mulorcycle. Stability on Ihe highway is fine for a lightweight bike, though it is unavoidably susceptible to crOsswinds.

Suzuki has upgraded the front suspension this year with air caps on the fork, and the front end works well in absorbing bumps and maintaining both comfort and control. The recommended pressure setting is 50 kPa(7 psi).

The factory would have been well advised to have hailed ils development of the front end at Ibis point, but unfortunately continued and added Suzuki's much-criticized hydraulic anti-dive on the left fork leg. Extra pressure in the fork is already sufficienl to control dive, and the anti-dive has the usual effect of creating a mushy feel at the lever for the front disc.

The single disc has enough power to lock the wheel, but only with high effort, and approaching lockup is difficult to sense because of the brake's

vague feel. We prefer ihe brake wilhoui mU-diye on earlier CS400s. The rear drum, on I he other hand, is powerful yet easily conlrolled.

New this year are I he gold-anodized rims in the same pallern as Suzuki's bigger sport hikes, but the width of the rims is still very small. The budget-variety Hridgeslone 3.00S18 front and 3.50S19 rear tires are skinny and look out of place on an '84 bike. Mealier rubber would be welcome.

The GS400 is one of the most comfortable small bikes to ride, with a low. comfortable seat and a semi-sporling relationship belween the pegs and handlebar that make an almost ideal sealing posture.

A good owner's manual comes wilh the GS400S and allows an owner lo perform most basic maintenance by following the instructions. The oiled-foam air filter is easily reached once I be seat is removed.

The styling and paint of the OS400S are hard lo fault. The bike is handsome and the quality of finish excellent. Instrumentation is clear, and a digital gear indicalorproves useful al limes. Ourlesl model had been hastily set up. and the sidestand indicator light and oil light weremalfunclioning. bul otherwise Ihe Suzuki was problem-free.

Source CYCLE CANADA 1985