That’s the range where the torque converter engages, and the new cam timing makes it very engaging.Ĭrankcases on the Automatic incorporate room for the gears transmitting power to the shaft drive.
Below 7000 rpm the Automatic makes considerably more torque than the standard Suzuki, about 10 percent more from 4000 to 7000 rpm. Torque peak is still 7000 rpm, but the maximum torque is about 25 lb.-ft., now, instead of the 27 lb.-ft. For the Automatic, intake duration is 256°, exhaust is 260°, overlap is 50° and lift is 7.6mm on both. Intake valve lift is 8.5mm, exhaust lift is 8mm. On the standard 450, the dual overhead cams provide 280° of duration each, with 74° of overlap. So are the camshafts, which have less duration and lift, the changes designed to increase low speed torque at the expense of peak power. Because of the shaft drive and different transmission, the engine cases are different from those of the normal 450. What has remained from the standard GS450 are the power-producing parts of the engine: cylinders, head, crankshaft, and all the connecting bits like cam chain, gear-driven counterbalancer and chain tensioner. This is an entirely new motorcycle sharing fewer parts with its kin than would be expected. But the combination of changes that transformed the GS450 into the GS450A go beyond the abilities of any backyard mechanic. It’s even easier to pull out a five-speed transmission and put in a two-speed. In concept it is easy enough to pull out a multiplate wet clutch on the normal 450 Suzuki and substitute a hydraulic torque converter. All these parts go into what looks like a GS450T, the traditionally-styled Suzuki Twin, with its wire spoke wheels, low stepped seat, teardrop gas tank and even such old-fashioned things as chromed fenders. Add to that a shaft drive, because this isn’t a performance machine, it‘s a convenience machine. It also has an engine very much like the normal GS450: dohc Twin, four valves, two carbs, good power and all the rest. It has a hydraulic torque converter and a two-speed transmission, shifted with a lever on the left side of the engine, just like a normal motorcycle. Like the other automatic transmission motorcycles (except the Husqvarna), the Suzuki doesn’t have an automatic transmission. Now you can add Suzuki to the list of automatic motorcycles, with the GS450A. It’s been about six years since Moto Guzzi came out with the V-1000 Convert, followed by Husqvarna’s self-shifter, the Honda 750 Automatic and the Honda CM400 Automatic. Anyone with a good crystal ball knows better, of course, but never mind.īy now an automatic transmission on a motorcycle is not earthshaking. It will also be enclosed, like all those failed designs of the future that most of us have forgotten or never seen. People who watched it happen with cars have been predicting for years that the motorcycle of the future will have an automatic transmission. Fluid Drive May Not Be the Wave of the Future, But This One Works
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