Cycle News - Archive Issues - 1980's

ing brake, and sidestand. A buzzer also sounds if the sidestand is down while the engine is in gear, the first thing I would change if I owned the bike. Seems like overkill for a person who is together enough to be riding in the first place, and it defeats some of the bike's handiness. You can't just stop, which you could otherwise, for a few-second operation like a minimum-time quick photo in which you get off to check composition, run back and move the bike a couple feet, and go back and snap your picture, without either shifting into neutral or else listening to the buzzer yell. This just-stopping is feasible be: cause, unlike the Honda, the Suzuki doesn't creep at a stop. If you must use low range, it will pull a little at a red light, but foot pressure on the pavement suffices to hold it. Because it doesn't creep, getting used to operating the Suzuki is easier; you don't have to develop a habit of holding the brake on at stops. And it won't lunge forward when you start. With the Honda you'd better be prepared with the brake if you're facing a wall when you put it into gear. The Honda does have some advantages over the Suzuki. It is, if anything, more nimble in handling, even more free and joyful to ride. The torque converter seemed to stay hooked up better with changes in velocity on a tight canyon road. The Suzuki has some niceties the Honda lacks: tapered roller steering head bearings and needle swingarm bearings, a cleanable air filter, an oil level viewing window, -fork lock in the ignition, an automatic petcock, a passenger helmet holder, and dogleg levers. The Suzuki seems more up-todate; the Honda retains one comfortable function usually gone on current bikes, a kickstarter. These bikes can't be bump-started because of the catch-22 of the torque converter. No engine start, no oil pressure, no hookup. On the Suzy, you just have to be scrupulous about your battery. It lives ~nder the right sidecover so the electrolyte level is easy to read, but the battery must be removed for servicing. Like the Honda, the Suzuki has a parking brake lever on the left handlebar instead of a clutch lever, necessary when parking on slopes because of the lack of engine braking. A failsafe system for a compulsive clutch hand keeps it from pulling on the parking brake while you're underway, a ·two-stage button-release for the lever. Both bikes come with oil coolers to cope with the additional /;leat generated by the torque converte', and both are tuned differently than their conventionally-geared brethren so available torque works better with the converter. Because carburetion is good, the GS450AZ starts more easily than some other EPA bikes. The automatic's constant-velocity Mikuni BS34SS carbs have an accelerator pump, and the low-end staggers which afflicted the GS450TXZ I rode last spring are happily gone. The automatic does have to be thoroughly warmed up before shifting into gear because of the throttle needing to be closed, but it's not real demanding of being choked. It will start down to at least 60 0 without it, and doesn't require it after being parked a while, either. Like the Honda, and also the other Suzuki 450s, an interlock· requires that it be started in neutral. . Lack of annoying vibration is another one of this model's good qualities. Some Suzukis, and some other 1800 twins, have been known to possess a high-frequency buzz. This is not one of them. Only at high speeds in low range, a condition not often encountered, is the vibration noticeable. Mirrors are quite clear and sta- ble. The counterbalancer is gear driven so there's no chain to need adjustm~nt. The camshaft chain tension is self-adjusting, and ignition i~ electronic, all these features helpmg to make periodic service minimal. Both the seat and the gas cap are . the take-off-and-park-somewhere variety. The seat, which must be removed to get at the air filter, is held by two bolts at the.rear, just behind the turn signal stalks. I added the second 10mm wrench required for each bolt and its nut to the tool kit, after taking the seat off to see what was inside, and to fasten on straps for the taillight, to tie packs to. All four turn signals are flexibly mounted, as is proper, to save fractures, but no good for tying to. The two 10mm bolts came out! and two eyebolts went in. The extra IOmm wrench came out, and a half-inch wrench went in (try finding metric eyebolts sometime). After this change packs tied on very nicely, with a space between the seat and the taillight into which the ground cloth/sleeping pad roll just fit. The tools live in a plastic pouch which has room for one or two extra and fits into a bracket above the battery under the right sidecover, handy for getting at when the bike is packed, unlike the majority buried under the seat. In taking the sidecovers off to see what was underneath, to get at the tools, and to tie loops to the frame for the forward pack attachments, they seemed thin, and that proved to be the case. One corner broke off the right sidecover, the one most often removed. An owner would be well advised to get a fiberglass repair kit and reinforce the inside of the sidecovers. This was the only thing that broke or went awry on the bike in almost 2000 miles. It had an ultimate water test on a day when boats were later in the streets. Brakes did not become ineffective, handling did not become tricky, ignition did not quit. This model has one of those popular fat 16-inch rear tires, but does not suffer from understeer like some bikes so equipped. Like the TXZ the automatic has wire wheels, a front disc brake, and air forks (which weren't on the specs for the T model, but were on the bike). Set-up spec for the autom.atic are seven psi for the forks, and the third preload setting on the shocks, too jolting; the second setting worked well. Because of the clearance problem none of my hand pumps fit the forks; I put in 12 pounds with the help of an especially wimpy air compressor, and because of the difficulty of dealing with them didn't experiment further. Rear suspension remained stiffer than the front; though unbalanced thus the suspension generally worked well in all the usual functions, cornering, straight line , stability, and bump absorption. The GS450GA was a late introduction, first available in June, and it quickly sold out, though the number imported this year was ('not inconsiderable." And this without much publicity; press bikes were not available until even later, and the magazines are just now coming out with tests on this model. Although designed to be comfortable to the beginner or to the smaller rider, the bike isn't limited to these classes. Bikes designed with the lesser half of the riding population, staturewise, in mind, are always under suspicion of being too small for the larger half. The seating position is a reasonable, neutral one. Though I would think the stylish stepped seat would be limiting for larger riders, a really big friend of mine (like well over 200 pounds) tried the bike, with no complaints. The bars are high for riding without a fairin at hi hwa speeds; they'd probably be about right for sitting up behind one. A small but persistent use of automatics is for sidecar rigs. Sidecars on modern bikes with their trail designed for solo use pull right or left on acceleration or deceleration, making sidecar pilots even busier in traffic than solo riders. Other than simplifying the task, some even claim a synergistic effect for automatic bikes used with sidecars. Tomeo Enterprises of Valley Center, KS, has been using Honda automatics for special sidecars for the handicapped, mostly the .400/450 which is less tiring to operate. Automatic bikes move sideways, into a different niche from other motorcycles. Acceptance of them seems to be greater now, an occurrence Honda's Product Research Department is watching with interest. A new vogue has even been developing for the '76-'78 Honda 750 automatic. Although it was not a noticeable hit when it was current, if you talk to a rider who bought one then he'll likely still have it, with no intention of giving it up. All those left over in warehouses have now been bought up. This Suzuki is likely to receive more praise in the real world of buy- . ers than it does from most motojournalists, used to more exotic fare. I took it to a rally, and many riders looked it over. For a 450 it got a lot of attention, substantially positive. Suggestions were for additional features: cast wheels, a crossover for the air forks, a four-way flasher, self-cancelling turn signals, a quartz halogen headlight. Neither the Honda 450 automatic nor the Suzuki is changed much for '83. • (This test was conducted on a 1982 model, but the 1983 GS450GA isvirtually unchanged from the 1982 version. The price indicated in thespecifications'is for the 1983 model... Editor.) Specifications Engine type Twin-cylinder, DOHC four-stroke. Displacement 448cc. Bore & stroke 71 x 56.6mm. Compression ratio : 9.0:1. Carburetion Two CV Mikuni BS34SS w/accelerator pump. Lubrication ~ Wet sump. Ignition Transistorized. Starter Electric. Transmission -.. Two-speed automatic w/torque converter. Final drive Shaft drive. Suspension front/rear Air, oil damped/oil damped. Brakes front/rear . ., .. .,., ., ., .,., Disc/drum. Tires front/rear ., .,., 3.60 S18 4PR/4.60 S16 4P.R. Overall length : 84.4 !n. Overall width 32.3 m. Overall height 44.1 ~n. Seat height : 29.1 In. Wheelbase 55.9 in. Ground clearance 5.7 in. 398 Ibs. DrY weight (claimed) Suggested retail price .,., .,.,., .. .,., .,$2123. i,; • ~ •• ~ •••••• .J ~ .. I,tJJ 't t.~,)") 11)_1,;\J .11111)

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