Letter From Japan

LETTER FROM Japan

Suzuki's new GSX-R400

Last year, the Suzuki GSX-Rs set new standards for sportbikes in terms of power and light weight. But in terms of style, the bikes looked rather, well, dated. And although it hardly seems possible, we’re now seeing the second-generation GSX-R Suzukis here in Japan, evidenced by the release of the GSX-R400.

And the expectation for these machines is already high, in large part because of their appearance.

This new model advances the high-tech, sport-style concept of the first-generation GSX-Rs even further, but now with the greater impression of speed and elegance. The lines of the bike have been updated and are much more graceful than on the first generation. Overall, the design makes for a more integrated styling package.

Also, the engine has been substantially changed. One interesting technological feature is that the engine uses not one but several cooling systems. The cylinder head is liquid-cooled, but the cylinder itself is air-cooled while the piston crowns are oil-cooled.

Suzuki claims that the engine makes 58 horsepower, the same as last year’s, but with more power shifted to the upper part of the rpm range. The truth, however, is that the engine is now rather peaky. As a

result, the GSX-R400 makes little power until engine speed reaches about 7000 rpm, then the engine hits hard and picks up speed to its 13,100-rpm redline. This makes negotiating hairpins a bit touchy because of the abrupt manner of the power delivery.

But the redeeming factor of the GSX-R400, which compensates somewhat for its peaky engine, is that it handles much better than its predecessor, especially in full-throttle situations. Compared to some other small sportbikes—especially those with handling characteristics that can put one somewhat on edge—the GSX-R has balance in that the handling is stable and forgiving even if the engine is not. The bike will run about 121 mph, but it’s so stable at that speed that you don't feel as though you’re go-

ing that fast.

Most of that stability comes from a new frame that has stronger gusseting and improved steering geometry. In addition, the wheel sizes have been changed from a 16-inch front and 18-inch rear to 17 inchers at both ends. The larger front wheel undoubtedly accounts for much of

the 400’s stability, but the bike does not feel as light as last year’s version.

Nevertheless, all in all, the new GSX-R400 is a substantial improvement over last year’s bike. The fairing design is better, as is nearly every other aspect of the machine. Because the latest GSX-R400 excels in nearly all areas, it should be a

huge success in Japan. And, by all indications, a version of this bike could find its way to America, most likely as a 600 rather than as a 400. If this happens, the bike should receive as enthusiastic a welcome in the highly competitive 600cc sportbike class in America as it’s having here in Japan. Koichi Hirose