The mysterious trouble with the Inazuma 400.
There’s a dip in the RPM while riding. When on the side stand, it’s like running on one cylinder…
That’s scary…
I think trouble is “unintended negative mechanics.”
When certain RPMs, speeds, or temperatures hit, it always happens—mysterious stuff that quietly builds up useless experience. You can be sure of that, maybe?
When doing a carburettor overhaul, it’s reassuring to replace the throttle cable and intake manifold at the same time.
Let’s replace the intake manifold. It had gotten quite hardened.
With rubber parts like this, you never know when they’ll stop being available or when the price will jump way up, so it’s better to be proactive.
Cylinders 1 and 2 use one type of intake manifold, and 3 and 4 use another. Always double-check so you don’t mix them up.
We’ll replace the band and seal it up.
It’s pretty clean for 80,000 km.
Vacuum carburetors are really tough, aren’t they?
If an air cleaner box is installed, you won’t need an overhaul for 30,000 to 50,000 km.
Forced-opening has punch, but so does the wallet hit.
This time there’s no polishing request, so we’re just doing basic cleaning.
Even so, it looks pretty nice.
Since Suzuki doesn’t have a starter valve, we’ll use a Kawasaki one instead.
If the internal dimensions, overall length, and pull method match, it should work in most cases.
There should be a GSX1100S BS carburettor that can be adapted too.
If you take your time and look for vehicles using the same or similar carburettor, you’ll find something.
Note that CVK and CVR have subtle compatibility issues with other parts.
Unfortunately, three out of four diaphragms are shot.
But… as expected from Keihin carburetors… the price is friendly.
With all these considerations, we’re putting it on hold for now.
