Suzuki GSF400P
Suzuki GSF400P | |
Manufacturer | |
---|---|
Production | 1994 |
Class | Standard |
Engine | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
Compression ratio | 11.8:1 |
Top Speed | 177 km/h / 110 mph |
Ignition | Transistorized |
Transmission | 6 Speed |
Suspension | Front: 41mm Kayaba, telescopic, coil spring, oil-damped Rear: Preload adjustable Kayaba monoshock |
Brakes | Front: Single 310mm disc, 2 piston caliper Rear: Single 260mm disc, 2 piston caliper |
Front Tire | 110/70-17H |
Rear Tire | 150/70-17H |
Wheelbase | 1430 mm / 56.3 in |
Seat Height | 762 mm / 30 in |
Weight | 168 kg / 370 lbs (dry), 189 kg / 418 lbs (wet) |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 17 Liters / 4.4 US gal / 3.6 Imp gal |
Manuals | Service Manual |
It could reach a top speed of 177 km/h / 110 mph.
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 11.8:1 compression ratio.
Chassis[edit | edit source]
It came with a 110/70-17H front tire and a 150/70-17H rear tire. Stopping was achieved via Single 310mm disc, 2 piston caliper in the front and a Single 260mm disc, 2 piston caliper in the rear. The front suspension was a 41mm Kayaba, telescopic, coil spring, oil-damped while the rear was equipped with a Preload adjustable Kayaba monoshock. The GSF400P was fitted with a 17 Liters / 4.4 US gal / 3.6 Imp gal fuel tank. The bike weighed just 168 kg / 370 lbs. The wheelbase was 1430 mm / 56.3 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki GSF 400P
Butt of BIKE jokes three years ago, the Suzuki GSF400 now raises a smile with
reworked cams and carbs
IT'S ALWAYS refreshing to discover a manufacturer has taken on board
criticisms and improved its product accordingly. When BIKE first tested the
Bandit in May 1991, Tim Thompson was harsh in his criticism of the gutless
motor, prompting him to write the amusing final line: "Bandit I think maybe
they should have."
So it's good news that the GSF400P comes with a higher top gear, higher final
drive ratio, bigger jets in its four 33mm Slingshot carburettors and revised
cams giving longer valve opening times. All this results in a ten per cent
increase in midrange torque in return for a one horsepower drop to 52bhp at
11000rpm. Would these modifications have spared the Bandit Tim's poison pen? I
doubt it, a joke like that is hard to resist. The name is conspicuous by its
absence from current literature so I'm spared the chore of trying to better the
pun.
Suzuki's promo leaflet still promises "sports bike performance" and while the
1994 version is undoubtedly better than its predecessor, three years has seen
sports bike performance redefined. You can't ignore the fact that at ,£3500 the
GSF400 is more than two grand cheaper than Kawasaki's ZXR400 but don't let the
marketing people have you believe the Suzuki is in the same league because it
isn't.
High footrests make for a rather cramped riding position and rubber pads on
the frame where knees knock don't relieve the pain of having your joints bent at
such an acute angle. The taller and older you are, the more you'll suffer. High
pegs give good ground clearance, though.
A little over 360lb is fun to throw around tight turns and twisty roads. The
handlebars emphasise the impression of sitting on top of the bike rather than
moulding in to it and I found the front end quite light, susceptible to upset
from road repairs and cats' eyes.
Dunlop K505 tires (110/70-17H front, 150/70-17H rear) behave impeccably in
the dry but their limits are easily reached on moist tarmacadam.
There's no adjustment to the forks, and on the middle of seven settings for
rear preload the ride is quite firm. I have no problems with the unadjustable
damping either.
Like all GSs, the liquid-cooled four sounds harsh - like the noise from a
Scalextric car revving its nuts off with the back wheels in the air. There's a
buzzy vibration which makes its presence felt in the plates beside the footrests
and a hand-warming tingle through the bars.
A lot more happens between 6000 and 8000rpm than with the old spec motor but
real excitement still lies beyond and comes with a feeling of guilt for what you
have to do in pursuit of a good time.
Late home (again) one night, and 2000 gentle miles logged, found me wringing
its neck and passing everything in sight for 30 minutes -jolly japes with the
competent headlight picking out those damp spots on the fastest lines.
It will cruise at 85 and the needle will reach 110 on the pretty white-faced
clock relatively easily. lOOmph equates to 10,500rpm in top but slight inclines
or a head wind spell hard work for the left foot. It won't pull the 14,000
redline in fifth of the six gears.
I find the gearbox sensibly-spaced but the action is notchy, requiring a
positive boot on the^ lever and accurate synchronisation with the cable-operated
clutch.
The 310mm diameter front brake is adequate, the lever feeling firm but not
wooden. It is well backed up by a keen rear disc. Slowing down a light bike
that's not likely to be going that fast anyway was never going to be a problem
and these anchors are well up to the job.
Riding around town is frantic. Plenty of revs and a fair degree of clutch
slipping due to the fairly high gearing are necessary in order to keep your
place in traffic. As the pace quickens there is still the need to use the lower
ratios of the box to prevent the engine bogging during the sprints between the
lights. There's a slight hesitation at small throttle openings as the motor
comes off the overrun, most obvious when exiting turns and roundabouts.
A full tank (3.5gal) will take you 100 miles before you have to stop and turn
the infuriating tap onto reserve. It's tucked away behind the left frame tube
and the clutch cable descends immediately in front of it. There's nothing worse
than passing eight cars and the ubiquitous juggernaut to then have to stop,
remove your glove and fiddle with the tap as they all come splashing past you
again.
Because I'm always late, 35mpg is not a fair reflection of the bike's fuel
consumption. A civilised approach to commuting should see this figure rising to
the mid-40s, dropping again on sunny Sunday mornings.
Styling is a matter of personal preference but I like the look of the bike,
marred, for me, only by the pug ugly rear mudguard. Despite its shape and size
the tail piece and pillion seat (no grab rail) still get sprayed with road
filth. The num-berplate sits way below the tail light and carries its own chrome
light which would look more at home on a chopper.
Polished alloy clock housings with chrome rims, chrome headlight and
indicators add a touch of traditional class to the modern naked bike lines.
Electrical components on the left and rear brake fluid reservoir on the right
are exposed between the rails of the rear subframe, between the seat and the
footrests. Because you can see them you have to clean them and I'd like to see
the bodywork extended for that reason.
The grey engine and black four-into-one exhaust are vulnerable to crud from
the front wheel and its short mudguard. Fixtures and fittings such as brake line
joints and calipers are early victims of road salt. It's the usual sad story and
the Suzuki is no more susceptible to the rigours of winter than any other naked
bike. They all require a high degree of patient, loving care to keep them
pretty.
Minor gripes aside, I love the little Bandit. It's the perfect stepping stone
to bigger and better things and spirited enough to provide the adrenalin fix on
a budget. It's also insurance friendly. I just don't know how long I'd last
before the paranoia of life at 10,000 revs started to get to me.
Source Bike 1994
Make Model | Suzuki GSF 400P |
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Year | 1994 |
Engine Type | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
Displacement | 398 cc / 24.3 cu in |
Bore X Stroke | 56 х 40.4 mm |
Compression | 11.8:1 |
Cooling System | Liquid cooled |
Induction | 4 x Mikuni BST32 carburetors |
Ignition | Transistorized |
Starting | Electric |
Max Power | 38.8 kW / 52 hp @ 12000 rpm |
Max Torque | 35.2 Nm / 3.6 kgf-m / 26 lb-ft @ 11000 rpm |
Transmission | 6 Speed |
Final Drive | Chain |
Front Suspension | 41mm Kayaba, telescopic, coil spring, oil-damped |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension | Preload adjustable Kayaba monoshock |
Rear Wheel Travel | 120 mm / 4.7 in |
Front Brakes | Single 310mm disc, 2 piston caliper |
Rear Brakes | Single 260mm disc, 2 piston caliper |
Front Tire | 110/70-17H |
Rear Tire | 150/70-17H |
Rake | 25.5° |
Trail | 99.1 mm / 3.9 in |
Dimensions | Length: 2055 mm / 80.9 in Width: 705 mm / 27.8 in Height: 1060 mm / 41.7 in |
Wheelbase | 1430 mm / 56.3 in |
Seat Height | 762 mm / 30 in |
Dry Weight | 168 kg / 370 lbs |
Wet Weight | 189 kg / 418 lbs |
Gvwr | 406 kg / 895 lbs |
Fuel Capacity | 17 Liters / 4.4 US gal / 3.6 Imp gal |
Consumption Average | 5.6 L/100 km / 17.8 km/l / 42 US mpg / 50 Imp mpg |
Braking 60 Km/h - 0 | 13.8 m / 45.3 ft |
Braking 100 Km/h - 0 | 37.9 m / 124.3 ft |
Standing ¼ Mile | 13.1 sec / 161 km/h / 100 mph |
Acceleration: 40 - 60 Mph | 5.9 sec |
Acceleration: 60 - 80 Mph | 6.1 sec |
Top Speed | 177 km/h / 110 mph |