Test drive HondaCB 400 Super Four S, SuzukiGSF 400 V Bandit

Many people are interested in these 2 motorcycles. I spent a couple of days collecting, compiling the information, and making a comparison that will be useful to new riders and those who have their eye on mange.

PS First post on BP, if something is wrong, don’t bite me in the ass, better tell me and I’ll correct it.

Comments (20)

Evgeny Vaganych, dear, we have finally visited this modest corner.

Thanks to someone else for the video, as always with humor and to the point, I like your style of filming, it’s so unusual :) How much time does it take you to create such a video and come up with sayings for it?

Thanks for support. Usually from 6 to 24 hours for everything together, including installation, but for this two days because... There were problems with the sound and had to be redone.

The video is not bad and everything is to the point, but the local public is not very fond of veiled obscenities.

Thank you. I can’t help but veil the swearing, otherwise such a video won’t be posted here at all...

We need to unlearn. I try, now even if I hit my finger with a hammer, I say, “The situation is so-so”))

Thank you. I can’t, most viewers like this kind of presentation. Yes, I know about the metric system, by the way, in inches the site was glitchy and did not want to show the fit with a height of 160 and 120 cm on the bandit

The text and narration are cool, including editing, but there is too much distortion of the voice a la courage-bombay.

+ fellow countryman. And as for me, the voice acting is hilarious, before they watched +100500 while drinking beer, now it’s Alien))

Eh... they are the same)) it would be better if they compared them with a 400m monster... at least you could see the difference))

Nothing like that... funny. And these rhymes are in a lewd voice. )Special like for “ebrotron”))

Suzuki Bandit 400V or Honda CB400 Super Four V-TEC or Yamaha XJR 400.

Which is better in terms of dynamics, speed, reliability? I have a choice problem.

Which is better in terms of dynamics, speed, reliability? I have a choice problem.

The last two are very good. Good ones. Choose which one you like best

Nissan Presage KA24/U30/AXIS/2000 and Suzuki AN650 Skywave 2002.

I speak as a former owner of Bandit400, you have to choose between SB and Khizher. If you have money for a mot newer than the 2000s, then it’s definitely a big deal, because it’s beautiful. if it’s an older one or one that’s already been running here, then it’s a seabikha, because although it’s boring, both in appearance and in terms of its engine, it’s reliable.

The SBHA looks harmonious in appearance, the reliability of the engine and gearbox is legendary

and if it's summer. heat. traffic jams. Air-oil cooling of the Yamaha XJR 400 is not very scary.

I speak as a former owner of Bandit400, you have to choose between SB and Khizher. If you have money for a mot newer than the 2000s, then it’s definitely a big deal, because it’s beautiful. if it’s an older one or one that’s already been running here, then it’s a seabikha, because although it’s boring, both in appearance and in terms of its engine, it’s reliable.

and if it's summer. heat. traffic jams. Air-oil cooling of the Yamaha XJR 400 is not very scary.

It is no easier to overheat it than Sibihu. The 1200th Khizhyrys are also air-oil and nothing :) Plus the lack of water cooling makes the engine simpler = more reliable. + no need to change antifreeze = savings :)

Not faster. It’s just that I rode a regular Sibi and a Vtek1, they drive the same, the dynamics are the same, but it’s still kind of boring and insipid. Khyzhik rides somehow more fun + the saddle is more comfortable in my opinion.

HJR at mnu. I like it, it’s a congenital defect - the clutch basket rattles, but, as experienced people say, it can rattle for a very long time. Moreover, it rattles all the joggers. The rest is all good. In general, when I was faced with a choice, just like the TS, I didn’t see much of a difference, because I haven't ridden any of the above before. The red-headed bandit also has a trick with adjusting the valve timing, or something like that

Fri everyone learned to ride a Sibikha. very happy with the motorcycle. he is practically unkillable. served faithfully for two seasons. and I took it from my hands. The new owner is still happy. and the motorcycle is 93. I haven’t driven a Suzuka or a Yamaha, so I can’t really say anything. but for myself I decided not to get off the Honda just yet. moved to sbr1000.

First meeting with Suzuki bandit 400

The first meeting with my “Daring” was not impressive. Perhaps it was a passion for choppers and a love for Soviet road motorcycles that had an effect. Perhaps these were echoes of a difficult parting with my beloved Shadik. But the season was in full swing, and there was no choice - an anniversary gift from my brother in the form of a 1996 Suzuki bandit 400 stood in the courtyard of my house, surrounded by knocked down sheathing.

The first sport in my life did not frighten me with “liters” - I arrogantly considered them “nothing” after a liter Honda. “Bandit” knocked down my arrogance in five minutes. I had to relearn how to start, shift and brake. It seemed to me that he was gaining momentum too quickly already in first gear. Turning the gas to full throttle out of habit, I almost flew into the neighbor’s concrete fence. It took two hours to tame the daring technique: he no longer seemed small and pliable.

The second discovery of the motak pleasantly surprised me already on the highway. I went to overtake without dropping the gear, but the acceleration continued at 90 km/h. Despite the rpm being about 7000, the bike accelerated faster and faster. Acceleration dropped just above 110 km/h, reminding me that it was time to switch. Getting used to the temper of “Daring”, I began to understand it and grasp new sensations. Accelerating to a hundred in 5 seconds, although it became familiar to me, gave me a constant rush of adrenaline.

Let it remain unclear who tamed whom during the running-in process, but after a couple of days, “Bandit” became obedient, reliable and dynamic, instantly responding to my actions. We were reconciled by the round headlight, unusual for a modern sports bike, and the absence of unnecessary body kit. Of course, for motorcyclists who have connected their lives with “sports”, the Suzuki Bandit 400 is not the ultimate dream, but it is quite a worthy device for a starting point.

Suzuki gsf 400 bandit: technical specifications

The technical characteristics, which are almost identical for all Suzuki bandit models, have justified themselves 100% in two years. With a volumetric gas tank of 16 liters, gasoline consumption is pleasing: from 5 to 6.5 liters per hundred. Long trips were not burdensome in terms of finances and frequency of refueling. The modest weight of “Daring” is 168 kg. Helps out both on the road and in the garage. The girl will also raise the fallen “bully”. I will provide basic data and characteristics below.

The dimensions of this device are ideal for stability on the road. They provide high dynamics and maneuverability in the city and hard-to-reach places:

• motorcycle length: 2 05.5 cm;
• width: 70.5 cm;
• height: 106.0 cm;
• wheelbase: 43.0 cm.

The engine is in-line, 4-cylinder, 16-valve - quite suitable for the weight of the motorcycle. The power is 59 l/s, the volume is 398 cc/cm. Cooling: liquid radiator.

Most four hundred cars have a limiter of 180 km/h. On my Suzuki Bandit 400, I reached a maximum speed of up to 190 km/h. The steel frame of this bike deserves special attention. The tubular frame and the engine are one piece - it is not hidden behind plastic, it looks reliable and stylish. The pendulum mounting points are reinforced with additional castings.

CB-1, CB-400 or Bandit?

pros, cons, pitfalls.

needed for everyday driving

equipment - jacket, helmet, gloves

publishing experience: rode a bandit, a Virage and a GSX-r 400 a couple of times + a season on a Honda Lead 100

Well, can you recommend anything else from the classmates listed above?

thanks in advance

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Suzuki bandit 400: pros and cons

During the two-year period of managing “Daring”, I formed my own view of its advantages and disadvantages. I liked the aggressiveness of “Bandit” - this fully corresponds to its name. Over time, I got used to both the restless throttle and the sharp acceleration. The bike's groovy nature doesn't interfere with the efficient and predictable operation of both disc brakes.

The rear shock absorber is carefully covered from dirt by a fender liner. If necessary, you can adjust the rear suspension to suit your weight, needs and roads. This is done using a system that controls the compression of the springs. And, of course, the engine. It owes its angry streak to the sporting roots of the Suzuki GSX-R400. Its reflection is two fairly short initial gears, and a powerful pickup that begins in standard models around 10,000 rpm.

Suzuki bandit will not do without complaints. The front suspension is too soft for our conditions and requires immediate intervention. You won't be able to drive on average quality tires - this technique only requires good tires. But the saddest thing for people taller than 170 cm is the low frame. Discomfort is caused by the driver's seating position and the position of the legs. All tuning attempts are in vain. All that remains is to adapt to this geometry of the driver’s seat.

The timing chain tensioner often gets stuck - this needs to be checked regularly. Spark plug wells have a large diameter, which is why dust and debris collect there. Before screwing in the spark plugs, it is better to blow out the wells.

Suzuki bandit 400: modifications by year

The Suzuki Bandit motorcycle was produced for a little less than ten years - from 1989 to 1997, without any special design changes. During the time I owned "Daring" (sold a year ago), I was actively interested in its history.

Suzuki GSF 400 Bandit - called grey-headed. This is the first standard version.

Suzuki GSF 400 Bandit V – red head version. With an integrated valve timing expansion mechanism. This system provides sharp acceleration from 8000 rpm. Not only the cylinder head was red, but also the front brake discs. This innovation provoked an increase in the popularity of "Bandit". Based on this model, the Suzuki RF 400, sport/tourer, was released.

According to the official catalog of manufacturers, each modification is assigned individual codes. You can find this information on a sticker under the saddle. It contains the following data: Suzuki GSF 400 **. The asterisks indicate the year code and model. Just below there is an inscription by which you can check the original color.

1989 – start of production and sales of Suzuki Bandit 400

The model is assigned code K. Characteristic features: gray color of the cylinders. The coloring of the first "Bandits": black with a blue streak and red.

1990 – Limited version released

The code for this release is L. The luxury variation of the pioneer received a semi-fairing and a stiffer “unkillable” suspension. Production of the standard black version also continued.

1991 – production of stock models continues, and modification V appears

In the first half of the year, production of standard “grayheads” is underway. The year code for this model is M. Under the code is MV, in the second half the “red-headed” V version was released. This characteristic feature increased the demand for new bikes. “Standard” colors: red, black and red with a silver frame.

Version two, luxury. Limited V pleases with a double color: silver-blue and silver-red, and the main indicators have not changed.

The year 1991 was marked by the opening of supplies of “Hooligan” to Europe. For each country, different versions of the Suzuki bandit 400 were produced. It is reliably known that there were cosmetic solutions for the color of the exhaust system, fork and brake discs. Models for Germany were equipped with a 50 hp engine and round mirrors were installed on them. For England, the power unit remained the same, but the front brake was single disc.

1993 – power reduction and speed limit by manufacturer

Changing Japanese laws led to the “strangulation” of 400 cc equipment to 53 hp. and a speed limit of up to 180 km/h. As a consolation, a small trunk was added under the seat. Since the spring of 1994, all modifications have been produced with an electronic limiter.

1995 – appearance of the second generation

The appearance of the “red head” restyling in 1995 under the code S marked the second life of the 400. The updated design, lightweight chassis, aluminum swingarm and shortened wheelbase bring a modern spirit to this version. Characteristic features: dual seat, red and yellow front hub and silver fork. Of course, the red head on the cylinder block remained unchanged.

1997 – end of production

The next tuning of the “red-headed” Suzuki bandit 400 left the technical characteristics in the previous version. The only thing that marked it significantly was the appearance of modern aggressive fairings. Variations of the muffler and color scheme appeared. The code of the last "Bandit" of 1997 is V.

Over the years, Japanese designers have changed the shape of attachments and perfected the engine and chassis. We experimented with materials from chromium to aluminum. We don’t know what prevented manufacturers from using such promising potential for further restyling in full. But, despite the fact that restrictions “strangled” at least 15% of the possibilities, the daring character of the motorcycle has been preserved and continues to delight owners.

Test drive HondaCB 400 Super Four S, SuzukiGSF 400 V Bandit

From the editor:

“Help me decide on the choice of an inexpensive, but at the same time dynamic enough and convenient for daily use motorcycle” - we receive letters and questions on the forum with similar content with regular frequency. We offer you a comparative test of the two most popular naked bikes from Japan in Ukraine, conducted... by our readers! We hope that it will help you make your choice.

Andrey Bulanov

(Bandyno), 27 years old

Height: 187 cm, weight: 75 kg

Driving experience: 2 years

We meet by clothes.

The appearance of each of the tested corresponds to the class: “Bandit” is small, squat, a minimum of plastic, “clip-ons”, and... nothing superfluous. If you want to know what a “classic” should look like, look at Super Four, I won’t describe its appearance, because there are already hundreds of descriptions, they are all repeated, there is nothing new to add. The motorcycles' instruments are identical: identical in size, easy to read speedometer and tachometer, fuel gauges, turn indicators, neutral and oil pressure indicators. All. Everything you need and nothing extra.

I wasn’t very pleased with the view in the Suzukov mirrors; I had to hold my gaze a little longer than usual, and to be more confident, I also had to constantly turn my head. He would like a little more “mugs”, and some takeout. Although the problem here is not in the mirrors, but simply not for my height. Yes, the Suza, in general, by all indicators, is not a motorcycle for tall people. The SuperFour does things a little better in this regard, but also about a third of the area was occupied by the appearance of my shoulders. Although perhaps I'm being picky.

The subjects' seating position is class-appropriate: a slight forward lean, slightly set-back footpegs on the Suzuki, and an upright, almost touring riding position on the Honda. The “Bandit” seat is not conducive to long-term grips: the rider’s rear constantly slides forward, towards the tank. And if for the city this is, in general, not bad, since it makes it possible to clasp the tank with your knees and better feel the motorcycle, then for a long trip such a landing is inconvenient. But thanks to the well-thought-out shape of the tank, this motorcycle is comfortable to hold with your knees even for a tall driver, which cannot be said about the SuperFur: I was not able to comfortably wrap my knees around the sides of the motorcycle, despite the fact that in general the Honda driver’s seat is noticeably more comfortable than that of the Suzuki , and gives you the opportunity to position your “fifth point” in the way that is convenient for you. Things are no better with the passenger part of the Bandit's seat - it is very conditional and is only suitable for throwing a short, slender girlfriend to the nearest cafe. And on the contrary, the passenger seat of the “CiBiha” is more friendly to the “second number”: it is noticeably larger in area, the passenger footrests are not located so far back, and the landing as a whole is more direct, and therefore more comfortable.

Both motorcycles do not have wind protection, as a class, so if you plan to use them, including for long distances along the highway, you should think about buying a windshield (fortunately, finding the necessary one in the catalog is not a problem), because after 120 km /h begins to blow away so much that you have to cling tightly to the motorcycle, and on a long trip this is fraught with the onset of fatigue.

Both speedometers end at 180 km/h, and both motorcycles are capable of “setting the needle”, but for this, I at least needed to lie on the tank after 160 km/h in the case of the “Bandit” and after 170 -ty km/h – in the case of “Sibikha”. Firstly, so that I would not be blown away, and secondly, my windage did not allow the motorcycles to accelerate faster. I was very pleased with the dynamics of acceleration “to hundreds”, although no one measured the time, but both motorcycles are able to “shoot” up to this speed clearly faster than 4 seconds. If, during further acceleration, you keep the engine speed in the region of 10 thousand revolutions, then the dynamics of acceleration to “150” will not be much different.

Tell me who your friend is and I'll tell you

you... what kind of motorcycle does he need?

“Bandit” is a daring city hooligan and bully, there is no way you can ride him calmly: he won’t let you do it, because he is SO bored, he will provoke you, and, believe me, you WILL succumb to the provocation. Consciously or not, you will. Still would! “Short”, responsive throttle grip, instantly pushing the tachometer needle close to the “red zone”, growling sound of the engine, “short” gears. The engine starts to pull briskly from about 4 thousand, and pulls smoothly throughout the entire range, which makes it possible to accelerate equally and predictably in a wide range of revolutions without downshifting, and this is very convenient in city traffic. The motorcycle steers and corners beautifully. Thanks to its light weight, it will not be difficult to maneuver it between rows.

The CB400SF, even in the “S” version, is in some ways the opposite of the “Bandit”. Calm, soft, friendly, and generally just pleasant. It feels absolutely comfortable at low speeds, does not jerk, does not provoke, you drive along, admire the view of the city, the engine rumbles pleasantly... Yes, yes, it rumbles - unlike the aggressively growling “Bandit”. You don’t need to get used to it or get used to it: just sit down and go. However, despite all its complaisance, Honda will not allow itself to be offended; the characteristics of the engine are such that during intense acceleration the motorcycle simply “rips” from the bottom, allowing you to “punish” the impudent person (I think even someone like the “Bandit”) at the start from the traffic light. Further, after about 6-7 thousand revolutions, acceleration becomes smoother. Despite the good overall balance and balanced character of the motorcycle, it was annoying to note the fact that steering is a bit difficult: the classic straight handlebar is narrow, and, as a result, it is necessary to apply significantly more effort to shift the motorcycle into counter-steering.

The operation of components and assemblies on both motorcycles does not cause any complaints. The Susa gearbox works very softly, but not very clearly (I suspect that it is precisely due to excessive softness), so it is not always clear whether the gear has already engaged. Difficulties arose in finding neutral; the gearbox foot stubbornly slipped through this position. As for Honda... I heard a lot about the smooth operation of their gearbox, but somehow I never had a chance to drive one before testing. Well, what can I say about her... I'm amazed! I have never seen such a gearbox before. Soft, clear, quiet. Neutral is always and immediately - in both first and second gear.

The Suzuki suspension handles small and medium-sized irregularities well, confidently keeps the wheels tilted, however, it seems to me that it is not designed for a passenger weighing more than 50 kg. Honda's suspension behaves somewhat differently: the sports version has gas-oil, adjustable Showa ones installed at the rear, which are harsh even with the springs fully released for my weight (75 kg). Taking into account the fact that the motorcycle version is a sports version, it becomes clear why a stiffer rear suspension was installed there: it really holds the road better when inclined. But this only applies to smooth asphalt, and in the conditions of our roads, such a harsh suspension played a cruel joke on me: at the next turn, the rear wheel hit a bump, and my butt was kind of blown away. So I advise you to take this fact into account when choosing. But when driving with a passenger weighing about 80 kg, I was not afraid that the suspension would “break”, so you can carry larger girls.

The brakes on both bikes are commendable. Both have two disks in the front and one disk in the rear. (In this version of the Honda, Brembos are already stock in the front). When braking intensively with the front wheel, both motorcycles simply bite into the asphalt, and informative brake handles allow you to correctly dose the force, thereby promoting better control over the situation. Although, of course, it should be noted that Brembo is Brembo, and I liked the front brake of the “S” version a little more. When the rear brake is also connected during braking, the motorcycles do not just bite, but dig into the asphalt.

Summarizing everything written above, I would like to say that we have fallen into our hands two worthy representatives of their class - “city residents”. Each has its own character, characteristics, and manner of behavior, which I tried to reveal. Although you can’t tell everything right away, on the other hand, you won’t understand everything right away. Of these two devices, as a first motorcycle, I can recommend both, but with the caveat that in order to make friends with the “Bandit”, a person riding a motorcycle for the first time will need more time, patience, and accuracy. Whereas “SiBiha” will quickly become your friend, and will be more accepting of the mistakes of a person just starting his motorcycle journey.

When I was offered to conduct a comparative test of the Suzuki Bandit 400 and the Honda CB 400 Super Four in the “S” version, at first the purpose of such a comparison was not entirely clear to me, since in the first case we have “street”, and in the second we have “classic” . However, after it became clear that in this case we are dealing with a sports version of “CiBhi”, everything fell into place. So, we are testing urban “bullet guns”, the task of which is to teleport the owner from point A to point B in a minimum of time and with which they cope “excellently”. But first things first.

Yarema Mykhailiv, 27 years old

Height: 172 cm, weight: 60 kg

Driving experience: 2 years

When I first got on a motorcycle, I felt like “this is it, this is mine!” somehow it didn't appear. Well, yes, two wheels, four “pots”, a steering wheel, amazing dynamics and adrenaline. But something was missing. But the only small thing missing was to own your own such device, with all its advantages and disadvantages. And after purchasing my personal two-wheeled iron horse, the Suzuki Bandit 400V, after a while I had a question: “And, actually, how does it compare to competitors in its class?”

Therefore, I was glad to have the opportunity to participate in a comparative test of the Honda CB400 Super Four S and Suzuki Bandit 400V. Still, the motorcycles are very similar: both are naked classics, both city “baddies” are street bikes, but this is only at first glance.

I get behind the wheel of the “Super Truck,” as the CB400SF is also called. The seating position is quite comfortable, vertical, the height of the saddle is quite suitable for my height. The steering wheel seems a little narrow for such a position, but in urban conditions its width can only be counted as a plus: the narrower it is, the easier it is to pass through the cracks among the “canned goods” in case of traffic jams. Ignition, turn signal, first gear - and we started driving around the city. The engine clearly responds to the throttle, increasing the speed, the transmission works very clearly. Second, third, fourth – the dynamics are quite on par. What’s noteworthy is that the traction reserve is enough to feel confident in traffic both at 3 thousand rpm and at 10 - Honda engineers selected the gear ratios very well. But there is also a drawback: the dynamics are too smooth! Acceleration is stable at all speeds, without any noticeable pick-ups. The speedometer needle quickly moves to the number “160”, after which the air resistance begins to noticeably press on the chest, and the naked motorcycle, without fairings, begins to very slowly pick up speed, eventually resting against the edge of the speedometer scale. On the other hand, for driving around the city and for short country raids, this indicator is quite enough, even with your head. I lower the gear, flash the turn signal and begin to slow down before the turn. The front brakes are just a miracle! Of course: two four-piston calipers from the famous company Brembo (yes, Brembo comes stock on the “S” modification!) allow you to dynamically and effectively slow down and stop from almost any speed.

As for the suspension, on the “S” it is moderately stiff, which allows you to steer more accurately when cornering. It's about the fork. The rear Showa shock absorbers, as for me, are also designed for a passenger. Well, they don’t have enough softness on our native bumps and bumps in order to handle them comfortably! But with a passenger – that’s it, the suspension acquires the desired softness! Moreover, the wide passenger seat just begs to put your beloved girl on it and take it for a ride!

My partner and I exchange motorcycles, and now under me are 53 “horses” of the Suzuki Bandit, a born urban bully and provocateur. The seating position is more sporty, the steering clips are noticeably lower than those of the SuperFura. But the pot-bellied, wide tank allows you to hold the motorcycle quite effectively with your legs (by the way, I personally could not squeeze the Honda well with my knees - the tank is quite narrow). Bandit is good for not very tall drivers (which I am); Thanks to the low saddle and center of gravity, holding it is not a problem. But for those who are over 180 cm tall, it is no longer so comfortable: for my colleague with his height of 187 cm, when turning the steering wheel to extreme positions, the steering wheel handles rested on his knees. I take off, turn off the gas... and then the difference between these two motorcycles, so similar on the outside, becomes noticeable. “Bandit” has less traction at the bottom; riding at 3-4 thousand is not for it. But connecting additional two valves per cylinder with the VC system at 8 thousand revolutions gives a noticeable pickup, which provokes you to unscrew the throttle even more. Active acceleration occurs in the same way as on the SV400SF, somewhere up to 160, after which the speed gain slows down, but the speedometer shows a slightly higher “maximum speed”. Naturally, such speeds are not nearly necessary for a city motorcycle (and are also illegal), but for long-distance runs for both the “SuperFura” and the “Bandit”, from personal experience I would recommend installing at least a small plastic shield attached to the headlight - very will help on long-distance trips!

The suspension is soft, very comfortable for one rider, and the “Bandit” is designed largely for solo driving; the additional “ballast” behind the back immediately affects the load on the arms and affects the operation of the rear pendulum with a monoshock absorber. Personally, a couple of times, when I flew into a hole while driving with a passenger, I “punched” him. The control is precise, the motorcycle rolls and steers well in turns, one might even say it spins, clinging to the uneven asphalt with its rubber. Brakes? Even though it’s not Brembo, like the competitor’s, but the usual Tokiсo for the Japanese (also four-piston).

The appetite of both beauties is approximately the same: less than 6 liters on the highway, but in the city - it depends on driving style, and it can reach up to 9 liters.

Both motorcycles performed very well, the SuperFura is smoother, and the Bandit is a full reflection of its name, it is more aggressive and sharp. Both motorcycles are equally good in a modern metropolis thanks to their maneuverability and dynamics. But this does not prevent you from choosing any of them as your first motorcycle, or your second (when moving from a smaller capacity). And if you change consumables on time and take care of your pet, then it will delight you with its bass rumbling when you press the starter button for many months and years.

Motorcycles for testing were provided by the ProMoto salon.

promoto.ua

Suzuki bandit 400 owner reviews

I had a Suzuki Bandit 400 redhead 59 l/s. I bought it from Japan in 2007. Went for three seasons. Mot is fire. During this time I replaced the charging relay. Victor, Saratov.

From motak there are only positive emotions! The “bandit” was imprinted in my memory with his passion. The name fully justifies it. Mine also had a small tuning – lowered clip-ons. The landing turned out to be in the shape of a shrimp! But it was still clear to me. Excellent equipment that has never broken. Alexey, Moscow.

I only changed the pads in a couple of seasons. No problem. Nikolay, Novosibirsk.

I had a red head. God forbid! This is the most suitable device for the city. Some positive characteristics. The charging relay broke, but the Chinese one from the moped worked. Sergey, Vladivostok.

For the Suzuki bandit 400, reviews on the Internet and in personal communication, for the most part, I have encountered only positive ones. After two years, I often remember my “Daring” with only good words.

A few words for future owners and novice drivers

Concluding the description of the Suzuki bandit, I would like to once again emphasize its advantages in combination with the affordable cost on the secondary market. The price for them starts from 50,000.00 rubles. Unused models cost, on average, between $2,000 and $3,000. These qualities attract not only experienced bikers, but also beginners.

It should not be used as a first motorcycle if you do not have sufficient driving experience. The Bandit's grip is so strong and unexpected that you can easily lose control over it. This is especially true when it comes to cornering. Short, low gears also cause discomfort when moving around the city - this is determined by the technical characteristics of the transmission in the Suzuki Bandit 400. For those who crave adrenaline from the first season, it is better to choose the Yamaha YBR 125 motorcycle, a review of which you can find on the website. Yamaha has successfully trained tens of thousands of novice drivers, and holds the lead among “training” equipment.

The Suzuki Bandit 400 is ideal for more experienced motorcyclists who have a confident feel for the road and speed. Japanese designers have pretty much “strangled” the motorcycle, opening up a gigantic potential for customization, boosting and tuning. For those whose hands are growing out of the right place, this Japanese badass “Hooligan” will be the best choice. It makes it much easier to understand what you want from a motorcycle.

Specifications

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Motorcycle IZH Jupiter 4. About operation (after 4 years)

Lessons from Jupiter 4 Interested readers will remember that four years ago the editors of Za Rulem received a Jupiter-4 motorcycle with a sidecar from the Izhevsk plant for consumer testing. We described our impressions received in the process of getting to know this car in sufficient detail in No. 11 for 1981 and No. 7 for 1982. Subsequent trial operation allowed us to accumulate many observations, comments and suggestions on the design of the motorcycle, which we intended to talk about from the pages of the magazine. Fortunately, we did not have the chance to do this. It was fortunate: at the same time, factory specialists intensively improved their car, as a result of which a new model was born - “Jupiter-5” (readers met it in the January issue of “Behind the Wheel” of this year). In the new modification, in one way or another, almost all the issues that arose during the tests of IZ Jupiter-4 were resolved. To what extent...

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Ural IMZ - 8.103-30

In the tradition of the Ural brand, motorcycles produced by the Irbit plant are in steady demand, especially among residents of rural areas. On country roads and in the mountains, the Ural is more mobile and maneuverable than a car, and sometimes surpasses it in cross-country ability. The combination of high load capacity, good comfort and high-speed qualities makes it universal, suitable for business trips, tourism, and recreation. Rice. 1. Motorcycle IMZ-8.103-30 “Ural”. The popularity of the Ural is based on its proven, reliable design, well-matched to the specifics of its operation. Thus, the four-stroke engine runs on the ubiquitous grades of gasoline A-72, A-76. The cardan drive to the rear wheel is designed for long and trouble-free service. Rice. 2.A speedometer and warning lights are installed on the instrument panel. The pendulum arms in the rear wheel and trailer wheel suspensions are mounted on rubber silent blocks...

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