Suzuki Gsx-R400

SUZUKI GSX-R400

RIDING IMPRESSION

Is the quickest 600 a 400?

SOFT” DOESN’T OFTEN REFER TO SUZUKI’S GSX-R series motorcycles, but the term applies to the latest GSX-R400. This machine sets performance standards for its class, but every point of contact with its rider is velvet, not steel. Start with its clutch. The lever on the GSX-R pulls so effortlessly that half the clutch springs might have been left out; still, the clutch works well, and provides good feel. The shifter is similarly smooth, a short-throw, noeffort design that works without a hint of friction. The suspension follows the trend. It’s not exactly plush, but it is very compliant and near-frictionless. Small bumps are simply absorbed, and the bigger ones don’t upset the bike, even in corners. The seat is good, comfortable and well-shaped.

If anything lets down this plethora of rider consideration, it’s the actual riding position. Not that it’s stretched-out like on the big GSX-Rs; instead, the tankto-seat-front distance is shorter, with the bars more directly under the rider. But the bars are clip-on low, while the footpegs are high, and the combination leaves too little room. Otherwise, the deceptive softness of this machine extends all the way to engine characteristics. A 16-valve inline-four, the GSX-R’s engine is all-new, designed with an unusual combination of cooling systems: water-cooling for the cylinder head, oil-cooling for the pistons, and air-cooling for the cylinders. Conventional in most other details, this engine has no noticeable power surge, no place where it comes on the cams.

SUZUKI GSX-R400

Price(in Japan) ... .about $4200

Engine type...........airand

liquid-cooled four-stroke inline-Four

Displacement..........398cc

Claimed horsepower ... 59 bhp @12,000 rpm Bore x stroke ... 56.0 x 40.4mm

Gearbox speeds............6

Wheelbase...........55.1 in.

Rake/trail .........25°/4.0 in.

Claimed dry weight..... 333 lb.

1 /4-mile performance 12.52 sec.

@ 105.56 mph

Instead, it pulls well from 4000 rpm or so, and just keeps getting stronger. By 10,000 rpm, the acceleration (aided by the GSX-R’s light weight) lets you know this is a seriously quick motorcycle.

Still, such a flat, no-jumps torque curve conceals some of the Suzuki’s speed; with a 12.5 second quartermile time, it easily outperforms other 400s, and most 600s. Adding to the deception is the engine’s note. It doesn’t wail, or howl, or growl; instead, the exhaust whooshes a bit while mechanical whirring emerges from under the fairing. For all the aural excitement provided, this could be the world’s fastest 13,000-rpm sewing machine.

The GSX-R’s aluminum frame gives a truer picture of the machine’s performance; it’s another take-off on the twin-spar design currently so popular in GP racing. With steering geometry a shade more conservative than used with the FZR400, and 17-inch wheels at both ends, the GSX-R chassis provides very reassuring handling. The bike turns easily, but without reacting to its rider’s every breath. Coming out of corners, the chassis (and rider) are aided by the engine’s smooth flow of power; there’s no lurching from driveline banging, no wheelspin, just acceleration.

All in all, the GSX-R400 is a welcome evolution in Suzuki’s line. It offers high performance with little sacrifice demanded of its rider, unlike its larger brothers. Now if Suzuki would just expand the riding position, the GSX-R400 would be the best sporting 400 on the street. And perhaps the basis for the best 600.