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Difference between revisions of "Suzuki XN85"
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The turbo was mounted above the gearbox; the position was poorly ventilated and a long way from the exhaust headers. This layout had little beneficial effect on the power output; the XN85 had little more performance than the normally aspirated 650, and its lackluster engine could scarcely claim to offer any sort of "turbo effect." | The turbo was mounted above the gearbox; the position was poorly ventilated and a long way from the exhaust headers. This layout had little beneficial effect on the power output; the XN85 had little more performance than the normally aspirated 650, and its lackluster engine could scarcely claim to offer any sort of "turbo effect." | ||
==Outstanding Frame Design== | ==Outstanding Frame Design== | ||
It was the frame that qualified the XN85 for the history books. The prototype had the benefit of an oil-tight chain case, which was dropped from the production version, but along with the [[Honda VF750F]]-the XN85 was the first [[motorcycle]] with a 16-inch front wheel. In conjunction with a frame design that was highly successful in all respects, | It was the frame that qualified the XN85 for the history books. The prototype had the benefit of an oil-tight chain case, which was dropped from the production version, but along with the [[Honda VF750F]]-the XN85 was the first [[motorcycle]] with a 16-inch front wheel. In conjunction with a frame design that was highly successful in all respects, including the newly developed "fully floating rear suspension" the handling was acknowledged by journalists as unbeatable. Shortly afterwards, this excellent handling mix reappeared on the 1983 [[Suzuki GS550E|GS550E]] and [[Suzuki GS750E|GS750E]] models. The short life of the XN85 was also in part owing to the frame - as the weight of the bike (250Kg, 551 Lb) was a poor match to the power output. | ||
==1983 XN85D== | ==1983 XN85D== | ||