Suzuki Ts400 Apache
SUZUKI TS400 APACHE
Cycle World Road Test
IF APPEARANCE and performance always ran hand in hand, the Suzuki TS 400 J Apache would be a machine capable of winning considerably more than the approving looks of feminine passersby. As delivered, though, about the only performance recognition an Apache rider is likely to get is a speeding ticket issued on the paved portion of an off-road event.
This is not to say that the Apache doesn’t have merit. It does. And we aren’t saying that the bike can’t be modified to be competitive off-road. It can. But as delivered the big Suzuki leans a little more toward street and fireroad use than is currently in vogue with dual-purpose machines. This is disappointing, as the machines lineage suggests just the opposite! We thought Suzuki had learned something when they came out with the fabulous revamp of the original Savage.
To gain a better understanding of how Suzuki engineers turned a relatively light, overpowered 400 MX with a light front end into an overweight front heavy sled with a nice powerband, it is necessary to study the two machines’ differences.
Most obvious is the addition of full lighting equipment and an accompanying battery with over twice the bulk and weight as those found on Suzuki’s smaller dual-purpose efforts.
Next, there is a nice front wheel-drive speedometer with resettable (in either direction) odometer. The needle wanders a bit when the Apache is held at a steady speed, but this isn’t too objectionable. A matching tachometer is included in the package that is little more than useless. Dual-purpose bikes should be kept functional and light. And close rpm watching is not necessary on a big Single with a broad powerband.
Next come reflectors, which are totally out of the way; and dual mirrors. The mirrors, featuring rubber mounting and easy removal, are a well-designed addition when riding on the street.
The extraneous components discussed so far do not account for the lion’s share of the Apache’s 47 lb. weight disadvantage, but every pound added rides high in the frame. Less stability when the machine is bouncing along off-road is the result.
Perhaps the biggest compromise on the Apache are the wheels and tires. Whereas the TM 400 sports a 4.00-18 knobby in back and a 3.00-21 knobby in front, the Apache is fitted with trials universals. This in itself is not so bad, but the front tire is a smallish 3.25-19. As a result, the Apache washes out easily in turns and plows in sand washes.
To make matters worse, the lightweight Akront alloy rims on the TM 400 have been replaced with heavier steel ones. Besides adding a few more pounds to the overweight front end, steel rims add to the unsprung weight and make suspension components work that much harder to keep the wheels on the ground where they belong.
Rather than utilize the TM 400’s long travel front forks, Suzuki opted to modify the forks fitted to the TS 250 Enduro. A half an inch of travel was lost in the translation, but the Apache forks do offer a soft ride and adequate damping. If the bike is ridden over really rough terrain at speed, some bottoming occurs, but this could probably be lessened by substituting fork oil of slightly higher viscosity.
Unfortunately, the rear shocks do not perform nearly as well. Spring rate is a little stiff for a 160 lb. rider and damping is lacking, especially when the shocks get hot after an hour or so of heavy riding. The bike bounces around quite a bit on rocky downhills and the rear wheel gets airborne all too easily when sharp ground irregularities are encountered. Front wheel landings are one of the worst situations an off-roader faces and suspension characteristics like these, coupled with a heavy front end, make them inevitable.
Any machine weighing 292 lb. with a half tank of gas, and with a small front tire, is bound to be difficult to handle on steep downhills. This problem is minimized on the Apache, however, by a surprisingly good set of brakes. Both units are conventional single leading shoe and both offer light, progressive engagement. In addition, the rear brake hub is of the full floating variety, which tends to minimize rear wheel hop in rough terrain.
Frame design is identical to the TM 400, but some additional gusseting has been added to the central downtubes to help prevent breakage. The single front downtube attaches to two smaller diameter tubes below the front of the engine. These tubes continue rearward, bend upward behind the engine, and terminate in the rear suspension’s top mounts. Additional tubing supports the seat and rear fender.
Gusseting is employed to mount the swinging arm which rides in hefty bushings. The swinging arm tubing is large enough to resist flexing—an important quality for good handling.
The two-stroke Single is cradled in the frame with the crankshaft centerline some 2Vi in. above the axle centers. This allows 8 in. of ground clearance under the low-mounted exhaust system, but makes for a fairly high center of gravity.
Outwardly, the Apache powerplant and the TM 400 MX unit appear identical, but there have been several modifications which make the milder Apache engine much more appealing for dirt use.
In order to make the engine respond slower to throttle settings, a new crankshaft with a heavier flywheel assembly was substituted in place of the TM 400 crank which uses a half-circle flywheel. The new crank rides on ball bearings as before, and pointless electronic ignition still produces the spark. Pointless ignition is advantageous because the ignition pulse is created non-mechanically, which eliminates the wear/ erosion adjustment factor. Once the timing is set, it will not vary unless the engine is dismantled, or unless age changes the characteristics of the involved components.
Complimenting the heavier flywheel is milder port timing and a reduction in carburetor size from 34 to 32mm. As with all Suzuki models, crankcase oil injection pressure feeds oil to the left main bearing and injects oil into the intake port to lubricate the connecting rod bearing, the piston pin needle bearing and the cylinder wall.
Because the oil is precisely metered, plug fouling is all but eliminated. This, in combination with the above changes, make the Apache Single one of the most tractable on the market. There is an abundance of torque from 2500 rpm on up to the 5500 rpm maximum of 29.7 ft.-lb. in the 3000 to 4000 rpm range, sufficient power is produced to keep the rear wheel spinning in the dirt right on up through 4th gear. Fantastic slides can be maintained easily and these partially make up for the bike’s handling deficit in rougher terrain.
To keep fireroad enthusiasts in control, Suzuki has stretched out the wheelbase to 56 in. and has fitted a steering > damper to keep the big machine from shaking its head.
Complimenting the engine is one of the best shifting transmissions on the market. Lever travel is short, engagement is positive, and it works just as well without the clutch. Internal gear ratios are nicely spaced, but overall gearing is more akin to street riding. As delivered, the machine will approach 85 mph. That’s fine, but low is where 2nd should be. The engine has the power, but violent wheelspin when starting on narrow trails is definitely not the ticket.
If the engine dies with the bike in an awkward position, it can be restarted by simply pulling in the clutch and kicking it through.
So far, commentary on the Apache has been confined to off-road situations. The bike has some nice features, but overall performance is mediocre. The rougher the terrain gets, the more the big machine bounces and washes out. But, there is another side to dual-purpose: the street.
Here, the Apache works surprisingly well. Vibration becomes a little heavy around 5000 rpm, but no one is going to keep the bike on the freeway long enough to matter. On mountain roads, fast bends are a breeze and a good pace can be maintained. The beauty of this situation is that the Apache can be ridden quickly, and for a considerable distance, to a rider’s favorite set of fireroads without fear of a bust from the local fuzz.
It’s surprising the amount of new territory a rider can cover in just one day on a bike like this. All that’s really needed is a map and a credit card for gas.
Street riding is going to pile up a lot of miles fast, but that should be of little concern. For one thing, the engine is not turning over very fast. In fact, it never works very hard—no matter what.
Maintenance is a snap, too. On a daily basis, the oil for the injection unit should be topped up as the tank only holds enough for around 200 miles. The filler is located conveniently under the hinged seat. The battery case is clear, so a glance while you’re checking the oil is all that is necessary to keep tabs on the water level.
The air cleaner is also located under the seat and it is first cabin. A flexible rubber hose connects the carb mouth with a metal still air box. A cone-shaped wire screen fastened to the bottom of the box keeps the wet polyurethane foam air filter element from collapsing. The element is reusable. Just soak it in gas until clean, let it dry, and then re-oil. Filtering ability, as with most foam filters, is outstanding.
Because of the shape of the spark arrester/exhaust system, carbon has a tendency to build up where the pipe begins its upward sweep. To facilitate carbon removal, a drainplug is located in the bottom of the system. Remove it, start the engine, and some of the carbon will be blown out. The stinger is also removable if additional decarbonizing is necessary.
Outside of oiling the cables periodically and adjusting the rear chain frequently, that’s about it. Fenders are flexible to prevent breakage and side panels are plastic, which resists scratching.
Suzuki Apaches are eye-catchers, and they are destined to stay that way. It’s just the thing for packing double in the boonies with one of those feminine passersby. [O]
SUZUKI TS400 APACHE
$952
