Suzuki GS400E
Suzuki GS400 | |
Manufacturer | |
---|---|
Also called | GS400T, GS 400 T, GSX1400 Special Edition, GSX 1400 Special Edition, GSR400, GSR 400, GSR400 ABS, GSR 400 ABS, GSX400S, GSX400L, GSX400 Impulse, GSX400F Katana, GSX400E, GSX400, GSX1400, GSF400 Bandit, GS400E, GSX 400 S, GSX 400 L, GSX 400 Impulse, GSX 400 F Katana, GSX 400 E, GSX 400, GSX 1400, GS 400 E, GS 400, GSF 400 Bandit, GSX-R 400 |
Production | 1978 |
Class | Standard |
Engine | Four stroke, parallel twin cylinders, DOHC, 2 valve per cylinder. |
Compression ratio | 9:1 |
Ignition | Conventional type non-transistor |
Transmission | 6 Speed |
Frame | Double cradle tube |
Suspension | Front: Telescopic, coil spring, oil damped Rear: Swing arm, coil spring (5-way adjustable), oil damped |
Brakes | Front: Single 270 mm disc, 1 piston caliper Rear: 160mm Drum |
Front Tire | 3.00-18 |
Rear Tire | 3.50-18 |
Wheelbase | 1385 mm / 54.5 in |
Seat Height | 790 mm / 31.1 in |
Weight | 172 kg / 378 lbs (dry), 185.0 kg / 408 lbs (wet) |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 14 Liters / 3.7 US gal / 3.1 Imp gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, parallel twin cylinders, DOHC, 2 valve per cylinder.. The engine featured a 9:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet multi-plate type.
Chassis[edit | edit source]
It came with a 3.00-18 front tire and a 3.50-18 rear tire. Stopping was achieved via Single 270 mm disc, 1 piston caliper in the front and a 160mm Drum in the rear. The front suspension was a Telescopic, coil spring, oil damped while the rear was equipped with a Swing arm, coil spring (5-way adjustable), oil damped. The GS400E was fitted with a 14 Liters / 3.7 US gal / 3.1 Imp gal fuel tank. The bike weighed just 172 kg / 378 lbs. The wheelbase was 1385 mm / 54.5 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki GS 400E
Source CYCLE BUYERS GUIDE 1978
Time has worked
in Suzuki's favor. As a latecomer to the twin-cylinder, four-stroke 400cc
market, Suzuki was both aware of their competitors' progress and able to
begin with a fresh sheet of paper.
Suzuki designers, utilizing their latest technological advances, made the
GS400 a celebration of mechanical connections. The bike employs double
overhead camshafts very similar in pattern to the GS750. The GS400 has the
same bore65mm as the 750, and identical cam timing. The smaller GS has a
gear-driven counter-balancer in its 180-degree twin engine and cannot
develop chain slop to upset balancer phasing.
By way of techno-trickle-down, the Suzuki has been strengthened in the
areas of rider comfort, suspension compliance and handling. Motorcycle
comfort relates primarily to considerations in three areas: overall fit and
feel of the motorcycle, including saddle comfort, handlebar and peg
positions; suspension compliance, or the ability of the suspension
components to respond to pavement irregularities; and vibration control.
In the past, the Suzuki created a negative first impression in the area
of overall fit and feel: the Suzuki seaton the 1977 GS400burned a hole in
the average backside within 50 miles. However, for 1978, Suzuki is replacing
the seats on the entire GS line; the GS550 and 750 have shared the same
ailment. On the positive side, the handlebar position is good and Suzuki's
sportier seating position directs the rider's feet up and back. The bike
also has nice soft grips. And, in noticing details, we recommend some
practice in using the kill switch: its roller action is inferior to a
flip switch design.
Suzuki has an up-to-date suspension system which goes beyond being merely
soft; it is supple. Front fork stiction has been eliminated; the bike floats
over minor ripples in the highway and responds equally well to larger pocks.
Even on minimum pre-load, the Suzuki feels taut but controlled at the rear.
The bike's Conestoga Wagon seat may have as much to do with that taut
feeling as the rear shocks.
The GS400 goes down the quarter-mile straight at 87.20 mph and in 15.04
seconds. A willing and responsive unit, its engine is eager to run-and-gun
between 6000 and 9000 rpm and sounds the part: it has a very throaty
exhaust. Moreover, because the gear-driven counter-balancer is genuinely
effective, and because Suzuki has rubber-mounted many components, a rider
will find himself confidently using the smooth-running engine's top-end
performance.
Although driveline slop continues to plague most Japanese motorcycles,
the GS400 suffers only marginally in this regard. What little problem it has
arises primarily from the 400's sensitive constant-vacuum carburetors, which
slam down the throttle slides when the twist grip is rolled back slightly.
Stable and wallow-free in corners, the GS refuses to hunt down freeway
rain grooves, holds as steady in crosswinds as any 400-pound bike can
manage, and performs with agility around town. In general, only heavy riders
will experience bothersome ground-clearance problems. While our 200-pound
staffers ground the pegs and hardware, lighter riders encountered no
problems, providing they raised the ride height by pre-loading the rear shock springs. Tire crawl signallf proach of reasonable speed through
corners. Furthermore, the ( uses a very good front disc brake a almost
equally good rear drum I outclassed only by some compel rear disc brakes.
Using low-lead or unleaded fuel i normal riding conditions, we avei
around 50 mpg, a figure well within norm for motorcycles in the 400cc stroke
class.
Nevertheless, the most outstan feature of the GS400 is its smooth en
While the Suzuki isn't the quickest, fa or lightest 400 money can buy, it is
smoothest. And this lack of vibration gether with the compliant suspend goes
a long way to make it a great motorcycle.
Source CYCLE BUYERS GUIDE 1978
Make Model | Suzuki GS 400 |
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Year | 1978 |
Engine Type | Four stroke, parallel twin cylinders, DOHC, 2 valve per cylinder. |
Displacement | 398 cc / 24.2 cu-in |
Bore X Stroke | 65 x 60 mm |
Cooling System | Air cooled |
Compression | 9:1 |
Induction | 2 x Mikuni BS34 carburetors |
Ignition | Conventional type non-transistor |
Starting | Electric and kick-start. |
Max Power | 25.4 kW / 34 hp / @ 8000 rpm |
Max Torque | 30 Nm / 2.94 kpm / 22.1 lb-ft @ 7000 rpm |
Clutch | Wet multi-plate type |
Transmission | 6 Speed |
Final Drive | Chain |
Primary Drive Ratio | 2.714 |
Final Drive Ratio | 2.461 |
Gear Ratio | 1st 2.461 / 2nd 1.777 / 3rd 1.380 / 4th 1.125 / 5th 0.961 / 6th 0.851:1 |
Frame | Double cradle tube |
Front Suspension | Telescopic, coil spring, oil damped |
Rear Suspension | Swing arm, coil spring (5-way adjustable), oil damped |
Front Brakes | Single 270 mm disc, 1 piston caliper |
Rear Brakes | 160mm Drum |
Front Tire | 3.00-18 |
Rear Tire | 3.50-18 |
Dimensions | Length 2085 mm / 82.1 in Width 835 mm / 32.9 in Height 1125 mm / 44.3 in |
Wheelbase | 1385 mm / 54.5 in |
Seat Height | 790 mm / 31.1 in |
Ground Clearance | 170 mm / 6.7 in |
Dry Weight | 172 kg / 378 lbs |
Wet Weight | 185.0 kg / 408 lbs |
Fuel Capacity | 14 Liters / 3.7 US gal / 3.1 Imp gal |