2. Suzuki Bandit

2. SUZUKI BANDIT

A LESSON IN MOMENTUM MANAGEMENT

WERE IT NOT FOR THE YAMAHA Seca II, the Suzuki Bandit could have its cake and eat it too. Few motorcycles possess this bike’s combination of speed and handling. In fact, when we originally tested it last year, it so endeared itself to our staff that we voted it the Best Under-500cc Streetbike.

But here, in comparison to the 600cc Seca, the Bandit’s entry fee is high —both literally and figuratively. At $3899, it is the most expensive machine in this class, despite having the smallest motor. Its seat-to-peg relationship is cramped, its sparsely padded seat uncomfortable for long rides, its tubular handlebar strangely high considering the sporting place-

ment of its footrests. And its peaky, high-revving engine is the hardest to keep in the powerband, the least forgiving of rider error. Those factors combined to place the Bandit second in our voting.

Having said that, let us now say that if you're in the market for an inexpensive, small-bore sportbike, look no farther.

Despite displacing just 398cc, the Bandit's liquid-cooled, 16-valve, dohc inline-Four boasts the secondhighest peak-horsepower figure of this group. But it does so at high rpm— 10,200, to be exact. In fact, the Bandit makes fewer ponies than any of the others until 8500 rpm, at which point it surpasses its weaker sibling, the GS500E. It doesn't catch up to the Seca and the EX500 until past 9500 rpm. both of those bikes having peaked by then.

So to ride the Bandit properly, the rider must constantly row its sixspeed gearbox, keeping the motor on the boil between 8000 rpm and the 14,000-rpm redline. Between those marks, its 4-into-l exhaust emits a beautiful, high-pitched wail. Below that, the Bandit will pull, but not very strongly; if you let it fall below 2000, you may as well get off and push. Rolling off the throttle must always be accompanied by a downshift—or perhaps three.

Kept within that narrow rev range, however, the Bandit is an absolute joy to ride, with virtually limitless cornering clearance and a short wheelbase that permits seemingly ludicrous speeds through tight turns. Pushed to its considerable limits, the Bandit’s footpegs touch down first, followed, on the right side, by the exhaust collector. But by that point, you’ll have worn a hole in the knee of

your jeans and could probably touch your elbow down, too, if you had a mind to. Both the fork and shock are well-damped, and the rear shock well-sprung, but we feel the fork could use stiffer springs. As is, the bike feels slightly imbalanced; it likes to be cornered with the throttle on.

Riding the Bandit fast means keeping cornering speed up, but should you need to adjust your entrance speed, you’ll find it has the best brakes of the bunch. A single disc at each end slows the diminutive, 392pound machine in a hurry, and the front-brake lever requires the lightest of pulls. Once into a corner, the Bandit’s l 10/70-17 front and 150/70-17 rear Dunlop bias-ply tires stick well, and the front tire’s profile helps make the Bandit the most neutralsteering bike here.

With the exception of the odd flat tire or failed lamp, it’s rare that we have problems with test bikes. But, alas, we must report that the Bandit’s ignition kill switch became intermittent, needing to be toggled back and forth a number of times before the bike would fire, a malady that surely would be covered under warranty.

If the Bandit displaced 600cc, if it were a little larger, physically, if it had the half-fairing from the Japanese-model Bandit Limited and if it still sold for under $4000, it would be a sure winner here. But it isn’t, it doesn’t and it’s not. Regardless, if you’re looking for an inexpensive, small-bore sportbike—and you can deal with the cramped ergonomics and demanding powerband —the Bandit may well be your best choice. God knows, when the road gets seriously twisty, it’s ours.

Suzuki

Bandit

$3899