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Suzuki GSX-R 400

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Make Model

Suzuki GSX-R 400

Year

1986

Engine

Four stroke, transverse four cylinder, DOHC 4 valves per cylinder. TSCC

Capacity

398 cc / 24.3 cu-in
Bore x Stroke 53 x 45.2 mm
Lubrication Wet sump
Cooling System Liquid cooled
Compression Ratio 11.5:1

Induction

2 x AS27VW carburetors

Ignition 

CDI
Headlight 12V 35/35w x 2
Starting Electric

Max Power

44 kW / 59 hp @ 11000 rpm

Max Torque

39.2 Nm / 4.0 kgf-m / 28.9 lb-ft @ 9000 rpm
Clutch Wet multi-plate

Transmission 

6 Speed, constant mesh
Final Drive Chain
Primary Reduction Ratio 2.212
Final Drive Ratio 3.066
Gear Ratio 1st 3.166 / 2nd 2.125 / 3rd 1.631 / 4th 1.333 / 5th .173 / 6th 1.083
Frame Aluminum angular pipe double cradle

Front Suspension

Telescopic forks

Rear Suspension

Full floater swing arm, non-adjustable

Front Brakes

2 x Discs, 4 piston calipers

Rear Brakes

Single disc, 2 piston caliper

Front Tyre

110/90-16

Rear Tyre

140/90-18
Rake 27° 25'
Trail 96 mm / 3.7 in
Dimensions Length 2090 mm / 82.3 in
Width     710 mm / 28.0 in
Height  1185 mm / 46.7 in
Wheelbase 1425 mm / 56.1 in
Seat Height 780 mm / 30.7 in

Dry Weight

152 kg / 334 lbs

Fuel Capacity 

15 Litres / 3.96 US gal / 3.3 Imp gal

Review

Twelve-second quarter-miles from just 400cc that's what you need to know about Suzuki's GSX-R. It's a motorcycle designed to devastate the competition in Japan's highly competitive 400cc class. And in most respects, the GSX-R does just that.

Radical engine technology isn't behind the GSX-R's phenomenal performance. Its engine is conventional by Japanese standards—a liquid-cooled, 16-valve, inline-Four that first appeared in Suzuki's more-civilian GSX400FW. There, it made only 50 horsepower, so it required a boost before going into something as racy as the GSX-R. That boost was brought about through standard hot-rod techniques: larger valves, more compression, wilder cam profiles. The hop-up wasn't entirely the work of Suzuki's engineers; Pops Yoshimura, who has close ties with the Suzuki factory, helped in the prodding of 59 horsepower from 400cc.

But it's not engine performance that distinguishes the GSX-R from its competitors; it's weight. The bike is a featherweight at 369 pounds, fully 75 pounds lighter than Honda's CBR400F. Even a U.S.-model RZ350 is about two pounds heavier. The aluminum frame of the GSX-R is an aid to lightness, but only attention to detail fully explains the lack of bulk. A perfect example is the twin headlights, which use lightweight plastic lenses rather than heavy glass.

Light weight pays off in more than just acceleration. On the racetrack, the GSX-R is stable while being wonderfully flickable, a combination resulting from what would be slow steering geometry on a heavier machine. The engine is noticeably torquey as well, arousing suspicions that its 59 horsepower is measured only at the brochure, and that its designers knew that removing weight would improve the power-to-weight ratio with less compromise than would leaning on the engine excessively.

The GSX-R works nearly as well on the street as on the track, with a few exceptions. The brakes fade in hard use, and never completely come back, and quick stops call for high lever-pressures. The clutch suffers a similar fate in traffic, becoming grabby and making smooth riding difficult. Those are minor annoyances, though, compared to the toasting the rider's upper body and hands get in hot weather. The blast of air from the radiator is hot enough to turn a pleasure ride into an endurance contest. Fortunately, Suzuki now offers ducts that direct this heat away from the rider.

Nevertheless, the GSX-R is a motorcycle that points the way to a new performance future, one where light weight is as important as ultimate horsepower.