Suzuki XN85 Turbo Road Test

5 Апр 2015 | Author: | Комментарии к записи Suzuki XN85 Turbo Road Test отключены
Suzuki XN85

Suzuki XN85 Turbo Test

Using the latest timing equipment currently at WE? (an egg-timer used for Steve lap times), I reckon it sometimes two whole seconds from the you open the throttle on the XN ’til the the whoosh conies in. This was to a very different Turbo Honda’s latest offering.

Now the development, so called because it 85bhp. At the outset of its conception were almost state-of-the-art enough to wax sycophantic over, as the mags did.

But by the time the had been released, so too had the swish box-framed …, breathing and 550 and 750. Nevertheless, through the eight valves Suzuki’s opted to go of the two double overhead on the tried and camshafts.

Everything has tested eight-valve 650GS, modified in the cause of itself a of the 550GS fortification: the roller-which is the most bearing crank is ex-reliable four-… four changed for a porked-up built. though the plain-bearing job; the similarities and mechanical pistons are junked in ancestry of the 650 are there for of stronger, flatter-all to see in the XN85.

does remain of the GS are now chrome-plated, is the bore, the top piston rings been made thicker to heat and rods, crank cylinder liners and studs are all butch for the sake of reliability and are head and base gaskets the new head, cylinders and crankcase.

with an engine running as hot as a Turbo, extra attention was in the oil-flow department. Not only is up half a litre but a larger is fitted and a new oil-jet system black stuff to the underside of the whilst routed arteries more of the liquid round the valve seats (both engine hot-spots). In the absence of

Suzuki has resurrected RAM air system for the which forces air onto the head ducts cut in the fairing.

the fact that we maaged to it, both clutch and transmission come in for a deal of revision Two 650GS’s eight 2mm plates a in favour of eight 1.6mm and one 2mm jets for the Turbo whilst the mechanism is re-worked. And to take of the increase in power, the gearbox revised primary and secondary gets an overall rise first second and third are whilst fourth and fifth are

Theoretically, there’s an ideal of turbo unit to fit every of lump, which makes it all the surprising that Suzuki for a bigger unit than the at 50.5mm for the exhaust turbine and for the intake. This, along the fact that there has no meddling with the standard cam-timing and lift, is surely the power comes in so strongly up the range yet is so conspicuously absent five grand. Boost on the runs to 9.6psi (slightly than the Yam’s 7.7) which a waste-gate cuts in, gases to the exhaust turbine itself can’t be disconnected shutting off the fuel injection.

A look at the exotic route of the plumbing reveals much of the for the bike’s peculiarcharacter. You see, plumbing is detrimental to quick in turboing and with the Suzuki’s running down from the ports, down beneath the back behind the engine and up behind the engine, it’s obvious that ultimate has been compromised for the sake of packaging and, possibly, the of the sixteen-inch wheel. Frankly surprised that two seconds is the you ever have to wait.

Possibly it wouldn’t be if it weren’t for the fuel injection system though little of a radical from the GPz’s system, help significantly to reduce lag. Minute sensors run collecting data on engine and air engine speed, air flow and position which is then to the computer which determines for how the injectors stay open. also a so-called ‘choke’ to the left handlebar, which is in a fast idle control — not one morning have I had to use it — and a on the left-hand side lower which grins green the throttle’s on idle — a aid I’m told.

Whatever, the of the dryer ‘neath the tackle and the at the knees means that the XN up first tickle into laconic bursts through the fruity four-into-one ‘zorst it gathers warmth. Thirty all you need ’til the dryer’s to roast and accelerating hard in is fast and short, due to the proximity of the three gears, but not really

Frankly, there’s no sign of the even after the magical rpm, and the only noticeable of high rpm in low is the rather harsh, feel of the engine. From the you hit 6000 rpm in the short step to things are starting to shape up a and you begin to feel that lift at seven of which turbos or very cammy are capable. With 65 as the limit in there’s again a short to third, in which gear really start to get going you clip 90 and push into

Now it’s fourth and top where the is really at its best, and so long as you it on the boil, the turbo can be charged and fast in its most exhilarating at six thou as it picks up from the aspiration. After a couple of at the local ‘Pig in Knickers’ I to describe this sensation as like a 350LC when it on cam. and if that ain’t of the week I don’t know is.

But let the XN dawdle below six thou and in the gears it simply feels in the upper cogs vacuous: little enjoyment at four in top. This is where the lag is accentuated, with a full of seconds needed before the gets moving. Though, in its so slight is the transition from air to compresed air that you don’t as you do on the Honda 650T— as though in for a set of dislocated shoulders, deep eye sockets and pulsing Thatcher-esque veins.

When I first saw XN85 my reaction was that finally cracked it. Here was a bike with a turbo to bring it up to the performance level of 900s and all the trick features to bring it up to a GP level of handling, stunning good looks to

I should have known than to base my opinions on publicity shots and a few sparse Instead of taut, racer-like the XN wallows in uneven corners. is probably due to a lack of damping combined with the 16 inch wheel’s decreased gyroscopic which accentuates any bumps.

the same set-up was ace for nipping traffic.

As for the turbo, you wouldn’t it’s there in the first two A UJM accelerates from rest said gears so quickly the turbo can’t catch up itself. Once into 4th or 5th and 5000, the urge is definitely but tails off before the red line.

could be due to the turbo’s position the engine, allowing the in-going to heat up too much thus its thermal efficiency, a case for an I think.

For all this, the XN has the makings of a good bike. If Suzuki up the front end and modifies the turbo, it may cracked it after all.

the XN is a better bike than the Honda for all sorts of different I did find the Suzuki’s ultimate slightly disappointing. It only to get down to a 12.6 second with a terminal 102 mph and a best speed of 126 mph flat on the tank a monsoon up its clacker. Mean top was a more significant 119mph and on the it never managed more an indicated 121 mph at 9,000.

It might the theoretical gearing, but it just have the puff to make Bearing in mind the derivation of the name, I think it might realistically have been the ‘XN75′.

For me, one of the greatest benefits of the turbine is the way it the 650G’s rather harsh, power delivery into the squirt it becomes (over thou). Of course above revs it transforms, in terms of response and power (20 per cent the rather dull mill of the 650G.

But the penalty of turboing in instance is that, with a compression ratio, unaltered cam and stretched-out plumbing, the engine’s flatter than standard on normal aspiration. To be honest, the only worth riding the speedo heads up and life in the cogs, to quote a rather political theorist, is nasty, and short.

It is that lack of at low speed plus the XN’s strange — perhaps dubious — handling which led to my original condemnation of it. The only other I have ridden (Honda’s didn’t exactly cut a dash for either, which in either is hardly surprising. You see, the fact that the XN is only a it carries a body of 5501bs, is enough to put it in the mega-slob league.

Now I little doubt that the conventional double cradle — two inches longer in wheelbase the G’s and augmented by a box-section and bigger-than-last-year 37mm fork — is more than adequate. But the preload adjustment-only suspension isn’t. There’s an awful weight up high, and with the inch wheel, most of it is toward the front end.

You the problem is this: despite the GP wheel and Anti-dive equipment, the XN a very wide profile tyre, a radically angled position — pushing all rider’s downwards and forwards — and clip-on So steering, is not nearly so quick as imagine and reacts with of the effortless panache of either the 550 or In town, where maxo on the bars is the only way to turn corners, this is clumsy and

Steering, however, actually quite nimble by the time you hit 60 or 70 and the helps to shift the rider’s weight.

But the real compounding — and this is my main plank of against the whole XN’s — is that the front spendies their dichotomous soft/hard adjustment are simply not up to the job. is just not enough damping to rebound, an effect most when you brake hard and for a 40mph corner only to be by the incipient wallow transmitted the forks and up to the bars. It’s not so bad on 60 or 70mph unconnected sweepers the longer wheelbase and more lighter steering take nor, in honesty, does it get outta control. But every and undulation is trans­mitted up through the to the bike and you do sometimes feel

Suzuki XN85


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