Suzuki bandit 400 engine tuning

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The article was taken from the site bandituning.narod.ru

Even before I bought the bike, I made the decision that as soon as it appeared, it would immediately be brought into divine condition, after all, 95 g, this is not 2007, and I didn’t want to ride a scratched and in places rusty bike. Therefore, when choosing, I paid more attention to the technical condition of the main units and, lastly, to the appearance.

From the very beginning, I really didn’t like the stock muffler, and even before the purchase it became clear that ordering direct flow from Japan was insanely expensive, and it’s not realistic to buy here, since it’s slipon (it’s impossible to change the can). Therefore, if possible, the goal was to buy one with direct flow. I chose the bike for about 3 months. The active phase with traveling through advertisements lasted a whole month, I was in no hurry and in the end I found exactly what I was looking for.

As a result, I bought this device:

(photo taken on the day of purchase)

It is my deep conviction that a motorcycle, especially a bandit, should be red, so almost immediately after purchase it was disassembled, painted, configured and hung with all sorts of nice things (how easy it is to write and how difficult it was to do) the whole process itself is presented in the photo below .

I took the path of least resistance and first removed and painted the wheels, while the front wheel was straightened in a special tire installation.

Both wheels have been removed...

The paint has been removed from the front...

I couldn't disassemble the tires myself...

The wheels were painted by a very competent service, which I did not regret later.

After painting the wheels, a red reflective strip was immediately purchased and glued to the rim. Looking ahead, I’ll say that all the stickers were purchased at segaline.ru

It turned out even better than I expected))

While the wheels were being painted, I had the seat reupholstered (black leather with red stitching), got some sliders and immediately installed them (you never know).

Installing the sliders did not take much time; you simply unscrew one of the bolts that holds the engine and instead insert a longer bolt on which the slider is mounted.

Notice how the engine cover is painted with a brush.

It looks like this.

After the sliders, I installed an alarm; given the cost of a motorcycle for $3,000, I thought that an alarm for 3,000 wooden ones was quite justified. (The siren, by the way, is sold separately. 300 rubles) So the choice fell on the StarLine Twage Moto V5, with two-way communication. I had already encountered her and had a positive experience of communication, so I didn’t choose anything else. Before installation, be sure to get hold of the electrical circuit diagram. Wiring, it won’t be difficult to find it on the Internet.

Much has already been written about installing alarms, so I can only say that if a person can distinguish a plus from a minus, then he will install it without difficulty.

Several links on alarm installation recommendations:

After installing the alarm system, the motorcycle stopped starting... we looked for the reason for a long time... for 2 days, while we sequentially went through everything related to the electrics... it turned out that the switch can be connected upside down and the connector allows this! After reconnecting everything worked.

After the signaling, bi-xenon was installed, the choice fell on the second generation acumen, in terms of price-quality ratio, and the reviews of the owners seemed optimal to me. I set 6000K judging by various studies 5000-6000K is optimal for the eyes.

Installing the xenon took a couple of hours, the ignition unit was screwed into the tail, the tank was removed, the wires were routed into the headlight, one (+) was removed from the wiring, to which voltage appeared when the key was turned, the minus was taken directly from the battery. I also had to tinker with connecting the low-range relay, but everything is clear there too. Light bulb in bandit H4.

The high-voltage xenon wire was run parallel to the wires of the main wiring and attached to it with self-tightening harnesses.

The rusty headlight inside surprised me a little... Several colors of insulation tape indicate that I was not the first to get into the wiring... this whole collective farm was unwound, checked and wrapped back with normal black insulating tape.

The main harness is rewound with red electrical tape - clearly a scoop

My version of the xenon and signaling horn layout.

Xenon shines amazingly, much better than simple lamps. So xenon is a must, like a helmet, IMHO.

Next it was decided to paint...

To do this, everything had to be removed from the frame, said done.

In general, with a normal tool this does not present any difficulties; with a bad one, problems may arise with some nuts... for example, to unscrew the nuts that secure the pendulum, etc. (which were tightened many years ago at the factory), I had to borrow a “Master” set from a friend with it everything turns out great.

Armed with the manual, the disassembly process began.

Here are some photos of the process:

Tank removed

Without rear plastic..

Having heard enough about the capricious carbs on the bandits, the procedure for separating them from the engine was somewhat reminiscent of clearing a bomb... All holes were immediately covered with tape to prevent dirt from getting in and they were neatly placed in a box)

In the photo, the headlight rim is still sticking out, this is due to the fact that the xenon lamp did not fit in, and subsequently a hole was cut out for the lamp.

Once.

Two

Before removing the rear wheel, the bolts on the sprocket were loosened so that it could be changed immediately. Rear wheel removed.

The motor is already laid on the boards and suspended on a chain hoist. By the way, it turned out to be easier to remove than I thought; after removing the rear wheel, it immediately lay on the floor, then it was suspended on a pulley, unscrewed from the frame and lowered to the floor. Then I removed the chain hoist, lifted and moved the frame, the motor remained separate. And the motor can only be removed downward.

The chain was cut down with a grinder, because... a set of new sprockets and chain was already waiting to be installed.

Yes yes.. this is GSF400

Already sanded with 600 koi and water.

The lower plastic (plow) was also purchased and fasteners were made (from thin sheets of metal). The stickers were removed from the tank and the plastic (a hairdryer rules) and they were also sanded.

While all these parts were being painted, some parts were returned to their original appearance.

For example, the inside of a headlight.

In a bucket of rust converter... everything came off perfectly, but just in case, it was also painted black on the inside.

By the way, I had to cut a hole in the headlight for the xenon lamp (the rim was sticking out too painfully), this required an el. jigsaw and drill.

Dirt and oxides on the clips and traverse also did not evoke kind words from me... all this was removed and cleaned.

Feel the difference... Drill + attachment with a metal brush (the silver one) and + attachment with a felt circle and goi paste. (what glitters) To say that polishing is very tedious and time consuming is an understatement, but it is worth it.

There are still old remote controls here... they were also replaced with others from a fresh Hayabusa)

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 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.

Motorcycle test drive - “Showdown with Bandit.”

What is the secret of this motorcycle's success?
Where is that great secret hidden that has kept the bike with the unambiguous name “Bandit” at the peak of popularity for two decades now, not only among older generation bikers, but also among young people? Why is there such a dominance of “bandits” of various sizes on the streets of the cities of the Old and New Worlds, from 400 to 1,250 cubic meters? cm? It's time to sort this out... I've had a LOT of my own motorcycles, even more of them passed through my hands during tests, but even anticipating the condescending smiles of my colleagues, I confess: I love nikes most of all. Motorcycles with a classic upright seating position, a large engine, and unbridled traction at the bottom. And also, which is important for me, they should not have any plastic feathers on them - windshields, semi-fairings, or anything else that protects our mortal body from the oncoming wind. That’s why they are Nikes – “naked”, if translated into Russian.

They will object to me: they say, from a long shot on the highway my arms and neck hurt (she suffers most from the fact that she is butted by a tight oncoming flow). I answer the skeptics: pump up your arms and neck in the gym. An extremely useful activity. Firstly, it improves blood flow to the head, and it begins to think better. Secondly, you will look much better by changing your overalls to a civilian suit. It doesn’t matter if your thin neck dangles in a white collar as if you missed the size of your shirt.

But seriously, after a week of intense bike riding, a trained neck stops hurting by itself. Just like all kinds of colds fly away somewhere. I can explain why. The wind blows on you, sometimes cold, you can even freeze, but your nose will not run. Because the wind is not a draft.

The right bike

This is EXACTLY the correct bike that I was given for a test drive at the Bike Land showroom. With a classic large flat headlight, an indispensable attribute of this kind of motorcycle, two round “cans” of a tachometer and a speedometer (the instruments are in their rightful place, in front of the pilot’s eyes) - and no plastic feathers. A real urban “Bandit”. He was the last in this year's batch. Our compatriots snapped up his brothers, decorated with those same feathers to the envy of the Indian leader. They didn’t flatter him because, as befits an honest biker, he was naked. Guys! It looks like you are not motorcyclists!

It was originally conceived in such a way as to trouble the endlessly viscous flow of cars on the streets of old Europe, just as Pushkin’s Balda teased the devils in the pool with his rope. The motorcycle coped with this task brilliantly, at the same time winning the love of fans, experienced over two decades. Few other motorcycles could boast so many tuning packages that were offered by large and small studios for the “Suzuki Bandit”. Its two-shaft air-oil-cooled motor with fine, beautiful fins has been incredibly popular for many years among those who like to build streetfighters with their own hands. Pompous look, 1,200 cc. cm of volume and good pickup almost from idle - what you need in the city.

But progress does not stand still, and interest in a motorcycle with a beautiful “air vent” began to slowly fade. It urgently needed to be warmed up with something. Suzuki engineers wisely decided: to heat it up, and in this case it would be more correct to say cool it, preferably with water. This is how the liquid-cooled GSF 1250 Bandit was born.

Great deal - comfortable fit

FITTING is what understanding people loved, love and will love such motorcycles for. It’s like with slippers: you don’t think about what you’re wearing when your feet fall into the familiar warmth of house slippers, trampled to the point of indescribable comfort? This is roughly the feeling I had when I sat in the saddle of the GSF 1250 Bandit. It’s sad, but I have to admit: my streetfighter, converted with my own hands for me, my beloved, from a “Suzuki GSX-R1000” sportbike, turned out to be not as comfortable as this standard “Bandit”. Moreover, I am sure that it will be just as comfortable for anyone who sits in its saddle, regardless of the height and build of the rider. How did they do it at Suzuki? Don't know. But they did it!

The weather for the test, frankly speaking, is not very good. The temperature is just above zero, the asphalt is cold... plus the new tires are disgusting: run your finger over them - a greasy residue remains. Before going headlong into the turns, I wisely decide to wipe off the tires in the city. Meanwhile, the new “Bandit” has become a little richer compared to its predecessor. I was especially worried about the huge muffler can, which housed the neutralizer in its shiny belly. How to squeeze through tight Moscow traffic jams with it?

There was no need to worry. I never thought about the muffler; I concentrated on the mirrors. They pass between closely packed cars, which means the entire motorcycle will pass. Kutuzovsky Prospekt, which was usually clogged in the morning, passed through, keeping both its mirrors and others intact. The motorcycle seemed to correct itself, without my participation. There was no need to do any complicated body movements. He slightly touched the gas tank with his knees - and the bike, immediately realizing what was required of it, changed direction. Great! And now we can go out of town, I have one cute streamer there that I have shot.

A good bike needs a good fork!

IN THE FIRST turn the front wheel “floated”. Well, I think it's the tires... It turned out that I shouldn't have blamed it. It's the front fork that's at fault. It collapses as soon as it is loaded in a turn, and there is not enough hydraulic power to immediately dampen its swaying. I always ask myself the question: why do the creators of good motorcycles (this applies not only to Suzuki) so often skimp on the front fork? I don't know the answer. But, between you and me, this looks like a poorly disguised loophole for tuning studios.

I have no objections to the steel frame of the motorcycle, with its intricate interweaving of tubes in the area of the steering column, which makes the structure very rigid. This successful frame has been the calling card of all “Bandits”, young and old, for many years. Fine! But the new motorcycle has a modern rear monoshock absorber, an aluminum swingarm, and, of course, an old classic-style fork. She, of course, will eat not the most delicious asphalt on long voyages without objection and will spare your wrists. Everything for those who like to travel, hiding from the weather behind the fairing. But what about fast turns? If it were up to me, without hesitation, I would replace it with an inverted one. A good bike needs a good fork! You see how upset I am – I’ve already started using slogans.

Finally! Some kind wind blew all the cars off the road. There is no need to shift frequently on the Suzuki GSF 1250 Bandit - you are lucky in any gear. And now - as I was in fifth, I slightly moved the throttle, and instantly 200 km/h. I tried to accelerate a couple more times and managed to see the number “220” on the speedometer. Dials instantly. Whatever you say, up to “hundreds” in 3 seconds is very decent dynamics even by the most severe modern standards. Who is nostalgic for the good old carburetors? Injection is definitely better.

I'm really freaking out. I feel how the front brake lever trembles in my hand on the dry but cold asphalt. ABS worked. I've never been a fan of this option on a motorcycle. Well, perhaps it will come in handy on a heavy cruiser weighing well over 400 kg in the rain. However, I liked the anti-lock braking system of the Bandit. It works even when turning, I checked it myself. Although, of course, it’s better not to get carried away.

I stop and touch the muffler. Hot. But it doesn't smoke. But when I tested the previous “Bandit” several years ago, things almost broke out. I also stopped to rest after a good long shot. I turn around - mother of God! – the muffler smokes. Or rather, its stuffing. I blocked the oxygen supply with a glove - fortunately, that time there was no smoke or fire. This is what different thermal conditions mean. Liquid cooling is, no doubt, heaven for a motor. In addition, the engine quiets down in its water jacket and becomes less noisy than the “air vent”. In general, the Suzuki GSF 1250 Bandit is a very quiet motorcycle, both in terms of the engine and the exhaust. It seemed to me that motorists couldn’t even hear him when he flew past their cars with open windows. I think this needs to be fixed immediately! Install a direct flow instead of a huge ugly polished can. After all, the native voice of the “bandit” motor is very beautiful.

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.

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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.

Specifications

Let's start the review with the most interesting thing about the Suzuki Bandit 400 - technical specifications. The motorcycle has a fully functional and productive engine, which is aggressive and sporty compared to similar motorcycles. It is worth considering that the motorcycle’s engine is not original, it was taken from the GSX-R400 model, and that is why the model has become so powerful and reliable. As a result, a 4-cylinder engine with a volume of 400 cubic meters is capable of delivering a maximum speed of as much as 190 km/h. Below is a detailed description of the main characteristics.

The Suzuki GSF 400 Bandit motorcycle is not produced today; production of the 400 model stopped in 1997. But the world has already been able to evaluate its quality, having left more than one thousand copies in operation, which once again proves the reliability of the model. And this is confirmed by excellent assembly details: the main element is a tubular welded frame, which ensures reliable operation at high speed. The second parameter that ensures excellent safety is high-quality brakes - both disc.

Buyers' opinion

Owners note, first of all, the reliability of the motorcycle’s chassis and braking system. At the same time, the ergonomics of the seat leaves much to be desired, although the motorcycle is considered a road bike, the biker gets tired when riding long distances. If the model was released with clip-ons, then they need to be set immediately so that your hands do not feel tired. If the steering wheel is normal, then it can also be turned and adjusted - put in the optimal position. Otherwise, the motorcycle does not cause any complaints. Starts with a quarter turn, at any temperature.

The Suzuki Bandit model, reviews of which have always been only positive, does not require any adjustments, the main thing is to fill the tank with high-quality fuel and carefully observe the lubrication regime. Preventive inspection and maintenance must be carried out on time; minor repairs are also not recommended to be postponed. Owners of the motorcycle note its durability; some copies serve fifteen or even twenty years to one owner.

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”.

Power point

The Suzuki 250 Bandit motorcycle is equipped with a four-cylinder, four-stroke gasoline engine with the following characteristics:

cylinder displacement - 249 cubic cm;
power - 42 l. With. at a rotation speed of 14,000 rpm;
torque - 24.5 Nm at 10,000 rpm;
compression - 12.5;
piston stroke - 33 mm;
cylinder diameter - 49 mm;
cooling - water;
ignition - contactless, electronic;
starting - electric starter;

The engine has a peculiarity - it does not pull at low and medium speeds, but turns into a beast at 9000 rpm.

The Suzuki 250 road motorcycle is equipped with a six-speed gearbox with lever foot shift. Multi-disc clutch operating in an oil bath. The transmission of rotation to the rear wheel is chain.

Design

In appearance, the motorcycle does not stand out in any way; an ordinary person, seeing this model, will consider it old and not sporty. This is probably one of the disadvantages, because modern racers love beautiful and aerodynamic shapes. But in fact, a motorcycle is characterized by its engine and behavior on the road, and here the Suzuki bandit 400 is one of the best.

The model received modest dimensions and a minimum of plastic, but this did not reduce its popularity, because if you wish, you can make a small external tuning of the Suzuki Bandit . The original version of the motorcycle had few design features, but other modifications were slightly improved in terms of appearance, especially the 1995 model. In general terms, the appearance of this model gives the impression of a solid motorcycle in a minimalist style. The round headlight and the lack of modern body kits speak of the bygone 90s.