The Suzuki Bandit 400 motorcycle was first born in 1989, so for such a long existence, the current model is significantly different from its original appearance. But even then this model became one of the best, having received a completely modern design and technical characteristics.
As a result, already in the 90s, the motorcycle gained enormous popularity not only because of its appearance, but also because of its versatility - the motorcycle was used both in the city and on a simple highway. Like any decent motorcycle, the Suzuki Bandit 400 had some disadvantages and good advantages.
Pros:
- has a low price compared to modern models;
- perfect for beginners;
- characteristics allow for excellent acceleration dynamics;
- availability of spare parts;
- durable frame;
- excellent braking system.
Minuses:
- suspension too soft;
- incorrect gear shifting;
- requires only high-quality fuel;
- Good work requires high-quality and constant care.
Specifications
| Suzuki GSF 400 | Parameter |
| Motorcycle type | Road |
| Year of release | 1989-1997 (you could buy until 2000) |
| Length | 2,055 mm |
| Width | 705 mm |
| Height | 1,060 mm |
| Wheelbase | 1 430 mm |
| Weight (curb) | 168 kg |
| Engine | In-line, 4 cylinders, 16 valves. 59 l/s, 11.8:1, 398 cm3 |
| Ignition | transistor |
| Cooling | air |
| Body | steel tubular frame |
| Acceleration up to 100 km/h | 5 sec (by GPS) |
| Fuel consumption per 100 km | 2.74 l |
The bike could not boast of a specially created motor.
For it, they used a unit from the sports GSX-R400, which was slightly reconfigured. The highlight, which, however, almost any bandit can boast of, is the variable gas distribution system.
Engine – right side view.
Engine – left view.
Cooling system radiator.
Classic chain drive.
Transmission and clutch
The engine was equipped with a 6-speed gearbox.
As users say, the gearbox is good, the numbers are convenient, the desired gear is engaged immediately. The pedal travel is within normal limits, and there are no problems finding neutral either.
The main drive is standard - chain .
Brakes
Front brakes.
Rear brakes.
If you compare the brake systems of the Japanese and European versions, you can see interesting differences . The rear of both versions is identical - 1 disc with a diameter of 260 mm , supported by 2 pistons .
But in front, the European version has 1 disc , while the Japanese version has 2 . Support for 4 pistons , rotor diameter - 310 mm .
No additional systems.
What's special about the design?
If you believe the reviews of motorcyclists, the appearance of the Suzuki bandit 400 is special. The vehicle looks aggressive, solid and modern. This model is recognizable due to the following features: ]
- The round headlight located at the front will appeal to most old-school types.
- Almost complete absence of various linings and body kits made of plastic. This makes the motorcycle look more rugged and has a positive effect on its appearance.
- Factory painted black or brown with gray or red segments.
Fans of such vehicles will be able to recognize the Suzuki bandit 400 at first sight.
Driving performance
The maximum speed listed in the documentation is 180 km/h . The owners say that it picks up confidently and with smooth acceleration. Even if you “put down” the needle, you feel a reserve of another 30 kilometers. But a comfortable cruiser is 100–120 km/h .
Acceleration (dynamics)
Acceleration from zero to 100 km in 5 seconds. Measured using GPS.
Fuel consumption
Consumption, according to the manufacturer’s documentation, is 2.74 liters per 100 km . But, if you consider that the bike was initially positioned for domestic sales, these figures are indicated in the Japanese manner. Russian users note that the average consumption on “our” roads is around 5 liters . More in the city, less on the highway.
The average distance on one gas station is 250–300 km .
Bandit family
Classics and common sense will never die, even if it seems that they have been forgotten. Today we’ll talk about real Suzuki iron motorcycles before they become part of history. What could be interesting about modern motorcycles with a classic layout? Technical features and characteristics have already come to a common denominator; charisma has been replaced by the efforts of marketers to match what is desired to reality. No matter how it is! Among the variety of models, the legendary motorcycles of the Suzuki GSF Bandit family are distinguished by a qualitatively large number of fans and admirers.
Suzuki
GSF 250 Bandit (1989–2000)
The founders of the series back in 1989 were the Suzuki GSF250 Bandit and Suzuki GSF400 Bandit. The 250, despite its modest size, is an iconic device. They don't make things like that anymore. A small in-line slightly derated engine from the GSX-R250 with a displacement of 248 cm³, enclosed in a fairly rigid and modern chassis, spins up to an impressive 18,000 rpm, producing a maximum power of 38–45 hp. With. (depending on the year of manufacture) at 14,000 rpm. There are motorcycles with the valve cover painted bright red. This is nothing more than the creativity of young “pioneers” armed with a brush or a spray can. There have never been red-headed “checks”!
There are two types of engines. The first was installed in 1989–1994, its power ranged from 38 hp. With. up to 45 l. With. Since 1995, the second generation of motorcycles was equipped with a single power unit with a modified fuel supply system and power limited to 38 hp. With. In addition to the engine, the second generation is distinguished by a frame, different fasteners for the front fender and a more capacious gas tank. In 1991 and 1993, the plant produced limited edition motorcycles with a large fairing in the Cafe Racer style. The first generation of “two hundred and fifty” (true for the GSF400) lacks underseat glove compartments and undertail, but does have a hugger.
Over the years, two different power systems were installed - downdraft (diffusers facing vertically) and sidedraft (diffusers facing sideways) with, accordingly, different filter systems.
The appearance compares favorably with ordinary boring classics by the presence of sporty, dynamic notes, which are created by the rapid lines of plastic cladding and a steel tubular frame reminiscent of a “birdcage”. The motorcycle can be uniquely identified among the entire family by its single brake disc at the front.
It is also worth mentioning that the motorcycle requires good maintenance. A high-speed engine must be fed with the best oil; a compression ratio of 12.5 clearly indicates the use of high-quality high-octane fuel.
The main problem of all bandits produced before 2005 is constantly leaking carburetors. To a greater extent, this applies to Mikuni carburetors, which were installed on the Bandit 250, Bandit 400 and Bandit 1200. On the Bandit 600 and Bandit 750, Keihin carburetors were installed, which were less troublesome to operate and maintain. But most of all, mechanics and owners always suffer with the “250” and “400” due to their antiquity and weariness!
Buying a Suzuki GSF250 Bandit is objectively not the best idea. The motorcycle is about to fall into the category of antiques, and servicemen do not favor it, considering it problematic for repair and maintenance. The main problem from which all the others flow is venerable age. It is important to carefully inspect the fork and shock absorber before purchasing - these elements rarely survive to this day. It was possible to find a truly living specimen 7–10 years ago. Nowadays, a relatively serviceable motorcycle can only be unearthed directly from Japan. The situation with spare parts is average. There are “consumables” and a bunch of used units.
Suzuki
GSF 400 Bandit (1989–2000)
A purely domestic Japanese motorcycle was extremely popular at the time of the first mass imports of Japanese motorcycles to Russia in the early 2000s. At that time, the Suzuki GSF400 Bandit secured the title of one of the best motorcycles for beginners. The advantageous difference of the “400” was its sporty bias, which was expressed in the appearance and driving position with a significant forward tilt, dictated by short and low clip-ons.
In 1991, a truly epochal change in the filling of the power unit took place. It was from this time that the so-called “red-headed bandit” appeared. Visually, it was distinguished by the red color of the valve cover and the V index in the inscription on the tail plastic. The engine received a variable valve timing system VC (similar to Honda's VTEC). In fact, it feels like a kick in the ass after 8000 rpm, accompanied by sharp acceleration. Technically, there are several types of redhead motors - with one and two VC shafts. In 1993, all Japanese motorcycles, including the Bandit, had their maximum power limited to 53 hp. With. (previously it was 59 hp), and the maximum speed is up to 180 km/h. In 1995, the Suzuki GSF400 Bandit received another upgrade. This time the chassis has been transformed. The wheelbase was reduced by 20 mm; instead of a steel pendulum, the factory began installing an aluminum one. Dry weight decreased slightly.
In 1991, the Suzuki GSF400 Bandit officially hit the European market. The "Europeans" were strangled to 50 liters. p., the version for Great Britain was equipped with only one brake disc at the front. Some of the later batches were equipped with a classic bent steering wheel instead of traditional clip-ons (true for the GSF250).
Visually, the Suzuki GSF400 Bandit differs from its less cubic capacity brother by a more massive engine and exhaust system, dashboard, modernized plastic, nameplates and, of course, two brake discs on the front wheel. There are no “dressed” versions of the “400”, with the exception of the Limited version with a large fairing in the Cafe Racer style and copies of later releases with a small windshield.
The ergonomics of the “400” (the same applies to the Suzuki GSF250 Bandit) are not designed for drivers taller than 180 cm. Tall and long-legged people will definitely have problems with placement on the motorcycle - their legs will not fit into the stampings on the tank, and there will be nowhere to put their hands. For active driving, it makes sense to replace the oil in the front fork with a harder one.
At the moment, buying a Suzuki GSF400 Bandit is a pig in a poke. Behind a relatively attractive price, in nine cases out of ten, there is a motorcycle that is a little more than completely broken. Servicemen are reluctant to undertake repairs. There are still plenty of offers on the secondary market, but finding a really working device is like meeting Angelina Jolie at Vykhino.
Suzuki
GSF 600 Bandit (1994–2004)
The Suzuki GSF 600 Bandit was at one time one of the most popular and intelligent mid-sized neoclassics. In parallel with the “stripped” version N, the S modification was also produced, distinguished by the presence of a semi-fairing. The first generation of motorcycles was first introduced in 1995. It was with the “six hundred” that the era of air-oil-cooled engines among the “Bandits” began. The power plant cannot boast of special performance characteristics, but it has amazing elasticity and an enviable resource. In hot weather, the engine gets noticeably hot, but it usually doesn’t reach the point of overheating. The simplest brakes with two-piston Nissin calipers on not the lightest motorcycle work as sluggishly as they look.
Almost all air-oil "Bandits" were constantly subjected to various modernizations and improvements during production. Suzuki GSF 600 Bandit is no exception. In 1999, the motorcycle received a new monoshock absorber, adjustable for preload and rebound. In 2000, the model changed noticeably. In addition to the new fairing with oblong headlight on the GSF600S version, the instrument panel has been significantly updated. Finally, the fastening of the passenger footrests has changed; their bracket is now bolted rather than welded to the frame. In previous versions there were cases of damage to the weld seam. The frame pipe under the gas tank became straighter, so the air filter box and the filter itself had to be modernized. The new frame design made it possible to lower the seat height of the saddle. The gas tank has increased to 20 liters. For sharper control, the steering column angle has been changed from 26.5° to 25°. Due to the increase in the wheel rim, the width of the installed tires has increased - up to 120/60-17 and 160/60-17. The front fork remains the same, but the progressive spring rate has increased slightly. The spring stiffness of the rear shock absorber was also slightly increased. Braking efficiency has increased quite a bit due to the installation of slightly more efficient Tokico two-piston calipers. A more powerful alternating
[р1] . To start the engine, the clutch now had to be depressed. Later, this scheme migrated to other Suzuki motorcycles. As a result, an additional 4 liters were added. With. in the middle of the range, although peak power remains the same - 78 hp. With.
Based on the sum of its characteristics, the 600 is well suited for driving around the city, but it’s not worth taking it to the track without modifications. The suspensions are quite comfortable and handle unevenness well, but during active driving, insufficient torsional rigidity of the fork and rear suspension, as well as the general simplicity of the chassis, becomes evident. The rear shock absorber may already have a long life by the time it reaches 30,000 km.
There are still enough offers on the secondary market, but the demand is low. The situation with spare parts and repairs is the same as in lower cubic capacity.
Suzuki
GSF 750 (1996–1999)
The motorcycle was created according to an individual recipe - the engine is from a sportbike, the chassis is from a big classic. Interestingly, the Suzuki GSF750 was never officially called the “Bandit”, although it is almost one hundred percent similar. “Seven hundred and fifty” in terms of performance characteristics turned out to be an intermediate option between the Suzuki GSF600 Bandit and the Suzuki GSF1200 Bandit.
The engine is essentially taken from the 1990-1991 GSX-R750 sportbike. (the same can be said about all the engines of all “Bandits”). In general, the power unit is reliable, high-torque, but very noisy. There are no particularly significant performance characteristics in it. Due to the harsh thermal conditions in the summer heat, valve adjustment is required every season (true for all air-oil engines). Engine mounts for 600-, 750- and 1200 cc modifications are completely different. The 600 and 750 have a lower rigid attachment point. The domestic Japanese “1200” has only three mounting points and has an additional spacer on the frame at the front; the “Europeans” do not have a spacer, they have a lower mounting point, like the “750”, only it is on silent blocks. The “750” and “1200” have 1995–1996. the exhaust is absolutely identical.
The Japanese prepared the Suzuki GSF750 mainly for their domestic market, so they significantly suppressed it. The gearbox is sportbike-style and there are no complaints about its reliability. No-frills chassis. The frame almost completely copies a similar unit from the Suzuki GSF1200 Bandit. The front fork, like all Bandits, is too soft. The brake mechanisms are primitive by modern standards. They are only enough for a quiet ride. There are practically no visual differences from the 600 of similar years of production, with the exception of the presence of a separate cup with a fuel level indicator on the dashboard. There is no serial "dressed" version. Over the years of production, the model has not been upgraded.
Suzuki GSF750 was exclusive at one time. Now most of the motorcycles are being sold as unnecessary. The purchase of such a device must be justified. There are very few worthwhile offers on the secondary market.
Suzuki
GSF 1200 Bandit (1995–2007)
Suzuki GSF1200 Bandit is the apogee of brutality and confidence within the family. Sales of the motorcycle began in 1995. In 1996, the GSF1200 S version appeared. The “two hundred liter” is almost identical in size to its 600 cc younger brother. The frame is still the same steel. In 2001, with a year's delay, the entire list of upgrades for the 600 came to the largest Bandit at that time. The changes are as follows: new plastic design, different carburetors, improved cooling efficiency, engine retuned for more torque, six-piston Tokico brake calipers (pre-1996 there were Nissin calipers), lower seat height, new reinforced rear subframe, new instrument panel and optics . In 2004, a new stainless steel muffler was introduced.
2006 was the last year for the Suzuki GSF1200 Bandit. Toward the end, the motorcycle was refreshed a little more in order to test out the innovations of the next expected generation. The list of changes is as follows: new frame, gas tank, plastic and dashboard, height-adjustable seat and wider steering wheel, mirrors and reshaped optics. An anti-lock braking system became available as an option.
There are rumors that at the factory, the inline four that the Bandyuk inherited from the Suzuki GSX-R 1100 actually exceeds its stated power of 98 hp. With. This figure is more likely dictated by European tax legislation than by the actual capabilities of the engine. The domestic Japanese versions are thoroughly suppressed (true for all Bandits). The breather consists of replacing the resistances in the gearbox sensor.
The 1995 version (produced exclusively for the domestic Japanese market) is very different from all subsequent ones. Motorcycles of this year of production have much worse quality of casting parts, fasteners for electrical wiring are welded, not screwed, there are no eyes for attaching the spider, the clutch basket is five-spring, as on the early Suzuki RF900, and the input shaft is from Jixer, as well as its own “brains” connector ", less efficient generator and oil pump gears.
Especially for fans of the brand, the Japanese released a factory custom called Alcatraz in a limited edition of 250 copies based on the 2003 Suzuki GSF1200 Bandit. The motorcycle differs from the standard one in a different location of the exhaust pipe, graphics on the plastic, the presence of a lower plow and some other details. In 2004, limited modifications GSF 1200 Z Bandit Limited and GSF 600 Z Bandit Limited were produced. They were distinguished by a blue and white paint job in the style of the GSX-R.
Beginners usually do not buy such equipment. A heavy “liter or two hundred” is to a certain extent boring and not youthful. The target audience of such equipment is experienced and accomplished motorcyclists who know a lot about horsepower and Newton meters.
There are a great many offers for the Suzuki GSF1200 Bandit on the secondary market. Occasionally we come across some still quite live specimens (the long-lasting resource of a large motor has not been canceled). But, nevertheless, the era of “one thousand two hundred” has long passed.
Suzuki
GSF 650 Bandit (2005 – present)
In 2005, a logical continuation of the “six hundred” line entered the market. The main innovation was the still carburetor engine, which increased in volume to 656 cm3. In this regard, the model changed its name to Suzuki GSF650 Bandit. Otherwise, there are few differences from its predecessor - the suspensions have been slightly reconfigured, the seat has the ability to be adjusted in height, the steering wheel can be tilted, and an anti-lock braking system has appeared as an option. Together with the stripped N version, an S with a fairly large fairing is produced.
Since 2007, engineers have radically revised the technical content of the motorcycle. Fundamental changes were the introduction of a fuel injection system and liquid engine cooling. The chassis was significantly redesigned for the new power unit. The frame and suspension have become even stiffer, the brakes are more powerful due to more efficient Tokico calipers. No special technical problems have been noticed in the new generation motorcycles. Over the years of production, the design has achieved an optimal price-quality ratio. Only the crooked hands of inexperienced mechanics can interfere with the normal functioning of components and assemblies.
In 2006, the anti-lock braking system became part of the standard equipment, so the “A” suffix was added to the motorcycle name. The full name of the naked bike is Suzuki GSF650A, the full name of the version with a semi-fairing is Suzuki GSF650SA. In 2009, the 650 was noticeably refreshed in appearance. The plastic tail and optics have become more rapid. The exhaust system has been partially changed.
The 650 cc water “Bandit”, unfortunately, did not interrupt the success of its predecessors among fans of the model. Perhaps the fact is that, by modern standards, the design no longer arouses as much interest as before; new engines, although they have great potential, are already deprived of that daring character, and existing parts for additional equipment are limited to a couple of dozen items.
There are enough offers on the Suzuki GSF650 Bandit on the secondary market. The demand is small, the model, so to speak, is not in trend. Often you come across very attractive dealer vehicles with a transparent history and a large number of different additional features. “Consumables” and some spare parts are available, but their prices are steep.
Suzuki
GSF 1250 Bandit (2007 – present)
By 2006, the old air-oil-cooled carburetor engine was beyond the line of compliance with Euro-3 environmental standards. In 2007, Suzuki prepared a replacement in the form of the GSF1250 Bandit model. The engine is completely new with liquid cooling, dual throttle body injection (SDTV), a balancer shaft and a redesigned generator drive mechanism. The throttle valves of both the 1250 and the 650 are the same 36 mm. The engine turned out to be a little wider, but due to the rearrangement of the transmission it was shorter. The characteristics have become more linear without obvious pick-ups, torque has increased to 108 Nm at 3700 rpm. ABS exists both as an option and as basic equipment on modifications with the “A” index. Dry weight increased by as much as 7 kg compared to the GSF1200 model, and the submersible fuel pump consumed a whole liter of gas tank volume. The frame is made of thicker tubes, but the steering column geometry remains the same. In appearance there is no longer the former hint of hooliganism; in a certain sense, “Bandit” has become a law-abiding citizen. Definitely an eyesore is simply the gigantic “can” of the muffler, inside of which the catalyst also lives.
In 2010, a significant restyling took place. The optics have been refreshed, the plastic and exhaust system have changed slightly. Since 2008, the GSF 1250 SA Bandit GT model has become a separate special version, which is essentially a standard motorcycle equipped with a set of original touring accessories.
In matters of reliability and service life, the largest of the “Bandits” has a 100% positive reputation. There are simply no serious technical problems with the motorcycle. The only “but” is that, as with all other modifications, the suspensions suffer from excessive softness, and the brakes are insufficiently effective.
Despite the efforts of engineers and marketers, the two most recent “Bandits” Suzuki GSF1250 and Suzuki GSF650 did not receive due success. Seasoned “bandit leaders” were especially disappointed. Motorcycles of the Suzuki Bandit series have become less charismatic, aggressive and powerful over and over again. Paradoxical but true! With each subsequent carburetor version, the jets became smaller; with the advent of the injector, catalysts and other various “chokers” came into the system.
European fans unofficially divide the entire large family of “Bandits” into the following categories: “Cult” – models 1996–2000, “Pop” – models 2001–2005, “Neo” – models 2006, “Evo” – models from 2007 to present.
General technical features
All “Bandits” are quite strong and reliable motorcycles without any special weak points in the design. Simplicity is the key to indestructibility. The main enemies in this case are time and crooked hands.
The engines of all “Bandits”, without exception, are fantastically reliable; oil consumption and problems with the gearbox appear only in cases of extreme hardness. If the maintenance regulations are not followed, problems with the timing chain tensioner may occur on 250 and 400 cc models. It is of a screw design with a thrust thread. Over time, the thread breaks and the tensioner screws back in, the chain weakens and begins to ring.
There were no significant problems with the electrical wiring. From time to time there are cases of failure of the relay regulator, but they are not widespread.
Problems with carburetors have already been mentioned. Also, do not overestimate the chassis of the motorcycle. Suzuki Bandit is first and foremost a classic motorcycle. During active driving, there is definitely a lack of suspension rigidity and a reserve of braking system efficiency.
Early carburetor motorcycles often have deformations of the air filter box. The plastic reacts with strong heat, which leads to air leakage bypassing the filter element.
Additionally, it is somewhat alarming that Suzuki engineers were constantly upgrading something in the design of motorcycles, from which even copies of the same model year can differ significantly in spare parts.
Crash tests
The consequences of falls are predictable. Usually the levers on the steering wheel and the steering wheel itself are affected; the exhaust pipe, the instrument panel and the chrome headlight bezel on the N version suffer greatly. The frame and front fork are deformed only with particularly strong impacts. Often, in minor accidents, “Bandits” do not lose the ability to move under their own power. The most unpleasant cosmetic damage is dents and scratches on the gas tank. In large-volume motorcycles, the side engine covers often get damaged in accidents. Installing protective bars is a justifiable step; fortunately, there is a wide choice.
Tuning
Suzuki GSF Bandit is a true legend in the tuning world. Thanks to its relative simplicity, impressive reliability and availability of parts, you can build anything from the Bandit. This is why these motorcycles are loved.
If you follow the simple path of retrofitting the basic design, then an ordinary neoclassic will turn out to be a good motorcycle for every day or a comfortable tourer. There are a great variety of original and aftermarket parts - from windshields, heated handles and additional plastic to monstrous luggage systems. The motorcycle subframe can easily handle a long ride with a significant overload than long-distance touring trucks.
On the other hand, “Bandit” is an excellent preparation for a deep rework. The monumental design and kinship with the family of old-school GSX-R sportbikes make themselves felt. You can build an excellent streetfighter based on the Suzuki Bandit. Everything is used - cantilever rear swingarms and inverted forks from sportbikes, hand-made body kits, airbrushing, etc., etc. In addition to purely image projects, various cramps with serious modifications to the engine are well obtained on the basis of the narrow neoclassic. Right up to competitive vehicles for professional drag racing. A strong engine with a long service life seems to have been created for the installation of turbines, nitrous systems and superchargers. All modification schemes have been tested and are available, there are a great variety of parts to strengthen the engine, and parts are interchangeable with some other Suzuki models. For example, with the right approach, you can extract about 250–400 hp from the Suzuki GSF1200 Bandit engine. With. The most cubic-sized “Bandits” are subject to alterations more often than others.
Conclusion
The Suzuki Bandit family of motorcycles is a great example of how amazing practicality combined with reliability and versatility have a positive effect on the demand and preferences of motorcycle enthusiasts. Among all the competing models from others, it is perhaps one of the most famous and respected players in the neoclassical market. But time does not stand still; Suzuki’s timid attempts to stimulate interest in the model through negligible modifications lead to nothing. And not to say that interest in such motorcycles is fading, rather, on the contrary. The fashion for retro classics and naked shoes is returning. In each of these guises, the Bandit has something to offer, but it needs new technologies and an interesting design. It’s a pity, but as of the end of 2014, there is no talk of reviving the Suzuki GSF Bandit.
For assistance in preparing the material, we express gratitude to Pavel Samoilov, Saransk, TopRace Motoservice,
www.vk.com/trmotoservice
Street Fun workshop , tel.: 8-920-622-19-88, www. streetfun.ru
Pavel Samoilov (TopRace Motoservice)
“Bandit” is a simple and good motorcycle, naturally not without flaws. If cubic capacity 250 cm3, 400 cm3 and 600 cm3 can be called “passable”. The GSF750 and GSF1200 models are much richer and more charismatic in this regard. The incredible tuning potential of the famous air-oil engine is reflected. In general, the concept of large-volume “Bandits” in the modern world implies a “perky old man’s ride.” But as soon as the owner’s hands get to certain modifications that affect handling, power and braking, the hooligan little devil jumps out of his snuff box and begins to literally burn!
For me personally, the Suzuki Bandit is an excellent piece of equipment in which you can change absolutely everything to suit you.
The main thing I like is the endless motor. The great and terrible legendary “butterfly” founded an entire separate motorcycle culture, one might even say a religion. From 1985 to 1992, he kept all competitors at bay, and is still competitive in drag racing. It's no joke, properly charged, and in terms of acceleration dynamics it is not inferior to the no less legendary Hayabusa. ...and synchronization. An integrated approach > October 1, 2014 19:23 Mikhail Pimus
Modifications
Since many other models were being developed in parallel with the bandit, they did not bother with modifications for the bike. But it can be noted that its engine, practically unchanged, was also used on a tourist - the Suzuki RF400.
and competitors
Honda CB400 SF.
Yamaha XJR400.
Kawasaki ZRX 400.
The bike was not left without competitors. The main model opposed to it is the Honda CB400 SF (first generation). Another model from the same manufacturer is CB-1.
Other Japanese also presented their analogues:
- For Yamaha, this was the XJR400 (it featured first Brembo, then Nissin brakes).
- Kawasaki introduced the ZRX 400 .
Suzuki bandit 400 review
Today in Russia you can see quite a lot of these motorcycles, but almost all of them are of the 1991 model. It was not for nothing that the developers gave it such a name; with such sharpness, maneuverability and behavior on the road, Suzuki behaves like a real bandit. The main competitor of the model today is the Honda CB400, but the bandit has a number of advantages over the Honda:
- better gearbox;
- lower price (from 75,000 rubles);
- improved acceleration dynamics.
With all the characteristics and photos of the Suzuki Bandit, it can be positioned as the fastest, easiest to control and powerful for its type.
If you have little experience in sports motorcycles, but at the same time want a more or less serious model, you will have to buy this motorcycle, because it will be easy to ride even in urban conditions. If we take other competitors of this size, then in almost all respects the bandit wins. Since the motorcycle is not produced today, it will only be possible to buy it used, and depending on the condition, the price of a non-motorcycle starts from 70 to 150 thousand rubles. Agree, quite a small amount for such a “bandit”.
Features of BANDIT
The geometry of the motorcycle is clearly not designed for tall pilots - with a height of 180 cm or more, the knees do not fit into the stampings on the tank at all.
The motorcycle has few distinctive features, but against the backdrop of its continued popularity at Japanese auctions, they can be called insignificant.
- Mikuni carburetors require constant maintenance and adjustment . If you install it from RF400, the problem can be solved.
- The muffler, as well as the running boards, are greatly lowered . Those who like to take turns under the knee need to pay extra attention.
- Pendant . Having adjustments, it still remains quite soft. When driving with the second number, you can break through.
- Simplicity of design , allows for repairs in the garage,
- Controllability.
- Excellent maneuverability.
As many who have had a chance to ride say, bandit is not the name of the series, it is the lifestyle of this motorcycle.
What's special about its design?
According to the instructions, the Suzuki bandit 400 was designed for movement on the streets of large cities. It has good maneuverability and is equipped with an engine suitable for its weight. The role of the basis of the motorcycle is played by a steel frame, the attachment point of which is reinforced with special castings. Manufacturers did not hide it under plastic covers. This solution has earned positive reviews from the owners, since the basis of the design inspires a feeling of power and reliability.
It is worth noting that there is nothing superfluous in the design. This is due to the fact that the engine and frame fit perfectly together without leaving any kind of roughness. The radiator is located under the fork behind the front wheel. This structural element performs its functions well related to engine cooling.
A special feature of the Suzuki bandit 400 is its very soft front suspension, which has received good reviews. This occurs because the vehicle is aimed primarily at the Japanese market. To drive on Russian roads, you need to make tuning.
The rear suspension is a little simpler and includes a special pendulum equipped with a system responsible for adjusting the compression ratio of the springs. Thus, it can be customized both to the individual needs of the owner and to the specific road surface.
Video
We offer you a video to watch, thanks to which you can feel like the hero of our article is driving, the roar of the engine, the noise of oncoming cars and excellent speed. In general, everything that makes having a motorcycle worth it.
From the video you can learn how a motorcycle behaves on different types of road surfaces.
Judging by the quality of the road surface and mountainous terrain, this test drive is taking place abroad. Those who watch to the end will get a detailed overview of the model from all sides and even a close-up.
And here is another video about the Suzuki Bandit 400, in which the hero of our video squeezed everything he could out of it.
By watching the video you will be able to take part in the race, which is quite interesting.
Verdict
pros
- Relatively low cost.
- There are no problems with purchasing spare parts.
- An excellent option for beginner bikers.
- Good dynamic properties.
Minuses
- Sensitive front fork.
- Difficulties in purchasing a motorcycle in good condition.
- The need for periodic monitoring of the chain tensioner.
- The need to regularly clean candle glasses, as dust and dirt quickly accumulate in them.
- On bikes with an engine with a variable timing device, premature failure of the piston rings and a subsequent decrease in compression are possible. And as a result, a decrease in the power of the motor vehicle.
