Suzuki GS 450A-Suzuki

19 Май 2015 | Author: | Комментарии к записи Suzuki GS 450A-Suzuki отключены
Suzuki GS 450 S

People who watched it happen cars have been for years that the motorcycle of the will have an automatic It will also be enclosed, all those failed designs of the that most of us have or never seen. Anyone a good crystal ball better, of course, but never

By now an automatic transmission on a motorcycle is not A novelty, perhaps, but not really It’s been about six since Moto Guzzi out with the V-1000 Convert, by Husqvarna’s self-shifter, the Honda 750 and the Honda CM400 Automatic.

Now you can add to the list of automatic motorcycles, the GS450A.

Like the other transmission motorcycles (except the the Suzuki doesn’t have an transmission. It has a hydraulic torque and a two-speed transmission, shifted a lever on the left side of the just like a normal It also has an engine very like the normal GS450: Twin, four valves, two good power and all the rest.

Add to a shaft drive, because isn’t a performance machine, a convenience machine. All these go into what looks a GS450T, the traditionally-styled Suzuki with its wire spoke low stepped seat, teardrop gas and even such old-fashioned as chromed fenders. It’s a looking motorcycle.

In concept it is enough to pull out a multiplate wet on the normal 450 Suzuki and substitute a torque converter. It’s easier to pull out a five-speed and put in a two-speed. But the combination of changes transformed the GS450 into the go beyond the abilities of any backyard

This is an entirely new motorcycle fewer parts with its kin would be expected.

What has from the standard GS450 are the parts of the engine: cylinders, crankshaft, and all the connecting bits cam chain, gear-driven counterbalancer and tensioner. Because of the shaft and different transmission, the engine are different from those of the 450. So are the camshafts, which less duration and lift, the designed to increase low speed at the expense of peak power.

On the standard 450, the dual cams provide 280 of duration with 74 of overlap. Intake lift is 8.5mm, exhaust is 8mm. For the Automatic, intake is 256, exhaust is 260, is 50 and lift is 7.6mm on both. peak is still 7000 but the maximum torque is about 25 now, instead of the 27 lb.-ft. of the 450.

Below 7000 rpm the makes considerably more than the standard Suzuki, 10 percent more from to 7000 rpm. That’s the where the torque converter and the new cam timing makes it very

Crankcases on the Automatic incorporate for the gears transmitting power to the drive. Within the cases are a of oil system refinements that oil pressure from the higher oil pump. Main bearings three oil feed holes of two, a different rod bearing is used, oil control jets the cylinder and below the counterbalancer inserts are used and the lower pan in the is tapped for lines running to the oil

Maximum oil pressure in the Automatic is to 99 psi, up from the 71 psi limit of the 450. Other regulators a relatively constant 24 psi to the torque

Oil flow and cooling is vital to the because that’s what the torque converter work. small torque converter, the same size as a standard multiplate clutch assembly, just like the torque used in any automotive automatic In this case, the helical drive gear is bolted to the converter housing, with coil springs on the driven absorbing deceleration shocks.

the housing, on the inboard side, is the impeller. Any time the engine is the impeller is spinning, its angled flinging oil through a stator the turbine blades. When the is idling the pump throws the oil the converter at very low pressure, not to move the turbine, which the main-shaft of the transmission.

Turn the throttle so engine increases and oil is thrown faster and guided by the angle of the impeller so torque is transmitted from the impeller to the turbine runner enough to spin the turbine and the motorcycle.

Until the engine is near its torque peak, of the oil scooped through the stator and the turbine gets conducted through the stator and helps the impeller again, making the converter more efficient. the converter output shaft is the same speed as the housing a clutch on the stator allows it to so it doesn’t absorb any energy. the lockup speed.

If you held the brake of the Suzuki on, put the transmission in and held the throttle wide the engine would speed up to a speed, about 300 to 4100 where the drag of the torque equals the torque of the ei and the engine spin any f That’s the stall

Release the brake when the enj and the motorcycle accel as the turbine to catch up to t peller speed. acceleration the impeller pump faster th turbine, multiplying the t’ the pumping of oil. The is tl as a reduction gear, and the me torque of the com 2.2:1.

Because the torque c tiply torque that the 450/ need as many to do the sar The gear ratio spread of the is 2.9:1 from 1st to 6th. I to 6th 2.1:1. Imagine tl torque by itself has

Power from the died by a shaft drive tl and part new. The r ring and and otl the rear wheel are boi GS650G. The g( power to the driveshaf lighter, compact into the engine ‘ port the driven v adjustment.

The largf pered but the lack of driveline sho the Automatic i practical.

A shaft drive requ for things like On the GS450A, t isn’t fr GS450E, but from around a lower seat This moves a few parts with the battery going the airbox and accessible from the The seat height ends up at in. low even for 450-size bikes.

is expecting about a third of the owners will be women. riders of all kinds will up most of the Automatic owners, and a low seat height is important for of control, especially at the low speeds in learning to ride.

Beyond the Automatic is an easy motorcycle to It starts instantly with the lever on the left handgrip on. Suzuki has had carburetion difficulties on the 450s, but the Automatic gets new Mikuni CV carbs with an pump that eliminates low stumbles. The bike idles and has no carburetion difficulties.

The torque helps here immensely. the choke still on and the bike it can be nudged into gear and away without concern.

Of starting is handled with a and electric motor. There is no Ordinarily motorcycles without can be bump started when the goes … (when, not but the Automatic doesn’t allow for starting.

When the battery the bike doesn’t go.

The rest of the the Automatic is marvelously easy to Fire it up, click it in gear and the throttle. As simple as that, it Twist the throttle more and it faster. Twist it the other way and it down.

Pull or step on a and it slows down faster. none of this careful of the clutch while matching speed with transmission

If the rider wants to click the up twice and leave the bike in range, it will function as a speed motorcycle, no shifting Ridden in just high the Suzuki keeps up with or even ahead of traffic if the is twisted enough. Above 40 or 50 mph it to take hold and feel all the way up to the top of the 85 mph speedometer, where it runs out of

In high, it won’t keep up other motorcycles ridden Faster acceleration calls for low

Low range in the Suzuki is the surprise. small motorcycles with transmissions have been and they feel especially Not the Suzuki. Twist the throttle in low and the whisks you away without It doesn’t spin the tire or the front wheel, but you half it to.

According to the marks on the speedometer is no tachometer), low range is good up to 50 It will keep on accelerating up to 60 in low, but high range better.

Suzuki GS 450 S
Suzuki GS 450 S

One of the few shortcomings of the bike when it is shifted from low to range under hard Remember that the torque is still transmitting power, it hard to shift. So you back off on the and jam it into top gear, creating a clank as it pops into the gear.

Hard upshifts are and require effort. Shift at 20 or 30 mph and relatively quiet and easy, but acceleration is missing.

Another of the bike is easier to fix. Suzuki substituted the torque for the clutch, the clutch lever Only it’s now connected to the brake and has a pushbutton lock-lockout. The won’t budge unless a on the lever is pushed.

That button has to be pushed more to the lever in place once pulled nearly to the grip. As a brake it works fine. But a brake is seldom needed on the and having a non-moving clutch proved painful for riders who occasionally forget it didn’t a clutch, grabbed the immovable and had a sore hand for the next The level can be removed easily, but it b

Like the other guys, the i Suzuki are concerned that might hurt themselves So in addition to the parking brake, the has a buzzer to warn the rider the bike is in gear and the sidestand is The idea is that someone leave the bike in gear, and another person could the throttle and send the bike off its stand.

Some maintenance chores on the aren’t easy to do. Removing the tire, for instance, could be more work. Even this bike has a shaft and a drum rear brake, a that BMW has used to make the tire removable in about a the Suzuki owner will about half an hour, wrenches, a pair of pliers, a big and a friend.

Because the mufflers are an too long, and positioned right the axle has to be pulled, the shocks to be disconnected or the exhaust removed in to pull the axle and remove the wheel.

Even removing the requires unbolting, unlatching and it off hooks. There is no storage anywhere under the seat that found on the GS450E.

and serviceability may not have improved, but the has. The original GS450 was soft in front and firm in the combination making the ride than ideal and the handling Some owners experimented smaller damping holes for fork damping, which was improvement, but the solution has now been by the factory. Spring and damping have been adjusted, the U.S.

Suzuki technical people didn’t have so that the suspension is now well to the motorcycle. This Automatic none of the fork dive or in handling that afflicted the 450 test Suzuki. Even the suspension did an above average job of solo riders or two-up bottoming or riding harshly.

All comes from a suspension no damping adjustments, but just air on the forks and preload adjustment on the suspension units.

Brakes can be described as excellent but undistinguished. nothing wrong with the performance of the bike. The single in front is strong and easily able to lock the front without excess lever while making control And the rear drum is large to do its job without difficulty.

For the speeds that can be generated by the there’s no need for triple and the forks control front end well enough without hardware.

In a way, the whole is like that. It does its job excess or without difficulty. are few technical fads on this Handlebars are normal bent tubes, inexpensive and effective and changed if they don’t fit the

The wire-spoke wheels are light and and inexpensive. So far cast wheels are than wire spoke Even performance falls in good-but-not-great class.

Yes, as fast in the quarter-mile as a Mazda RX7 or 280ZX. And it is easy to make it go with the torque converter stepping up the effective gearing the throttle is cranked open.

other Suzukis, the operation of is unobtrusive. Nothing is stiff or to use. Vibration is minimal, more than the standard GS450, due in part to lower normal gearing.

All of this the Suzuki GS450A more a good beginner bike. the beginner learns how to get the most out of the Automatic, he’ll find with a startlingly good that just happens to be to ride

Suzuki GS 450 S
Suzuki GS 450 S
Suzuki GS 450 S
Suzuki GS 450 S
Suzuki GS 450 S

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