Recent Posts
81
SUZUKI BANDIT 600 thru 1200 - AIR/OIL COOLED TECHNICAL / Longer travel suspension for Bandit 1200
« Last post by steveboot on October 24, 2019, 11:22:42 AM »Just picked up an 01 Bandit very inexpensively and want to improve her manners on dirt roads. I'm thinking the DL1000 fork tubes would slide right into the Bandit tripple trees, so if I can source a suitable rear shock and increase the ride height accordingly I'd be half way there. Anyone done this or contemplated the technical difficulties I'd face?
FWIW, I'm perfectly happy with the stock engine tune and have no interest in hustling down the road like it was a track day. I just want to be able to take any road I see with some confidence.
And I like the Bandit better than the Vstroms I've had
FWIW, I'm perfectly happy with the stock engine tune and have no interest in hustling down the road like it was a track day. I just want to be able to take any road I see with some confidence.
And I like the Bandit better than the Vstroms I've had
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BIKES/PARTS/GEAR for sale/wanted / '91 Bandit 400 looking for a good home
« Last post by suvari on October 07, 2019, 08:41:19 PM »Hey there, I am at the stage where I am coming to terms with the fact that I will not have the time and setup to do justice to my Bandit 400. It is a 1991 I bought locally--in DC area--in 2012, and loved it. Haven't ridden for about 3 years now, and almost getting to forget why not. I know I wanted to rebuild front brakes. Clutch is not releasing fully, but it might be as simple as an adjustment.
The engine was running strong when I parked it. Carburator was good.
The tank was rusty when I bought it. Put a good liner in, but that was after stripping all paint, so tank looks uglyish now with an aging plastidip. But no dents. Tap is aftermarket high flow.
Got a bunch of parts as well.
Sorry for the spotty information. I will look to the parts box, and post pictures too. just trying to see if the forum is alive, and if there are local people who would be able to revive a beautiful machine. I am easy to deal. Say hi if this interests you at any price at all. If not, I guess it is a non-running donation
The engine was running strong when I parked it. Carburator was good.
The tank was rusty when I bought it. Put a good liner in, but that was after stripping all paint, so tank looks uglyish now with an aging plastidip. But no dents. Tap is aftermarket high flow.
Got a bunch of parts as well.
Sorry for the spotty information. I will look to the parts box, and post pictures too. just trying to see if the forum is alive, and if there are local people who would be able to revive a beautiful machine. I am easy to deal. Say hi if this interests you at any price at all. If not, I guess it is a non-running donation
83
SUZUKI BANDIT 250 & 400 / Re: Jap B400 VC carb jetting question
« Last post by Ivandit on September 20, 2019, 04:38:14 AM »That's really helpful, thanks a lot!!
I contacted 6Sigma and they have no idea at all IMO, as their reply was something like "yeah, do it that way then"
Obviously, the service manual is correct and now it all makes sense.
Anyway, I recently got my hands on a Yoshimura MJN kit so I'll be re-jetting according to the instructions in it...fingers crossed!
I contacted 6Sigma and they have no idea at all IMO, as their reply was something like "yeah, do it that way then"
Obviously, the service manual is correct and now it all makes sense.
Anyway, I recently got my hands on a Yoshimura MJN kit so I'll be re-jetting according to the instructions in it...fingers crossed!
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SUZUKI BANDIT 250 & 400 / Monoshock oil capacity
« Last post by chamarang on September 18, 2019, 09:23:52 AM »Hi any one know about the suzuki gsf250 rear monoshock oil capacity
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SUZUKI BANDIT 250 & 400 / Re: Jap B400 VC carb jetting question
« Last post by T2098 on August 29, 2019, 02:33:25 PM »When I jetted my 400VC I followed the factory service manual and did it as they specified, with the larger jets on cylinders 1 and 4.
The Bandit engine is liquid cooled and pretty cool-running at that from the factory with the 170 degree thermostat. The two cooler cylinders likely have cooler cylinder heads and intake ports as well, and the cooler an intake port and its associated valves are, the less it atomizes the incoming fuel.
This lack of complete atomization is one of the main reasons why a cold engine needs to be run richer, both with fuel injection and carbs. The cool intake port walls and intake valves leave an awful lot of little liquid fuel droplets un-vaporized, which just get pushed out the exhaust port as unburned hydrocarbons.
So the answer as to what the correct jets are for which cylinders depends on whether you're looking for nice even air/fuel ratios across cylinders (like Suzuki did with the Bandit, since it has zero issues with keeping itself cool) or whether you're trying to use the excess fuel to keep hot running cylinders cool and from overheating. On a 70s-80s air cooled 4-cylinder it wasn't uncommon to see richer jets used on the hotter running inner cylinders to allow them to run a bit cooler - even if that meant the air/fuel ratio was perhaps richer than ideal for combustion and it cost you a little bit of fuel economy and some higher hydrocarbon emissions.
The Bandit engine is liquid cooled and pretty cool-running at that from the factory with the 170 degree thermostat. The two cooler cylinders likely have cooler cylinder heads and intake ports as well, and the cooler an intake port and its associated valves are, the less it atomizes the incoming fuel.
This lack of complete atomization is one of the main reasons why a cold engine needs to be run richer, both with fuel injection and carbs. The cool intake port walls and intake valves leave an awful lot of little liquid fuel droplets un-vaporized, which just get pushed out the exhaust port as unburned hydrocarbons.
So the answer as to what the correct jets are for which cylinders depends on whether you're looking for nice even air/fuel ratios across cylinders (like Suzuki did with the Bandit, since it has zero issues with keeping itself cool) or whether you're trying to use the excess fuel to keep hot running cylinders cool and from overheating. On a 70s-80s air cooled 4-cylinder it wasn't uncommon to see richer jets used on the hotter running inner cylinders to allow them to run a bit cooler - even if that meant the air/fuel ratio was perhaps richer than ideal for combustion and it cost you a little bit of fuel economy and some higher hydrocarbon emissions.
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SUZUKI BANDIT 250 & 400 / Re: GSXR 750 Rear Shock Swap UPDATE
« Last post by panakos on July 28, 2019, 07:38:02 PM »I just mounted an 06 gsxr shock, only a touch longer than stock, had to grind the rocker a bit for clearance for the larger spring, also relocation of the stock overflow is necessary (mine already was), I may lengthen the dogbones a bit to tweek ride height, will report back when the bike is back together and on the road.
That's probably too old, but with the k6 gsxr 600 shock, did you have any clearance issues when it fully compressed?
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SUZUKI BANDIT 250 & 400 / Jap B400 VC carb jetting question
« Last post by Ivandit on July 01, 2019, 04:59:33 AM »Hi there!
So last year I got a 6Sigma jet kit for my '94 VC, installed and running (apparently) well with a K&n air filter and stock exhaust.
The fitting instructions tell you to replace the stock jets with 105 on #2 and #3 and 102,5 on 1# and #4, which kinda made sense to me after reading about how that difference compensates the different cooling conditions on inner and outer cylinders, adding a bit of extra fuel to help #2 and #3 cooling:
But then...last week I was reading the japanese service manual prior to a valve clearance check and got a bit shocked when reading the carb specs:
So, apart from them being the same size (what's the point with the kit then??)...they are supposed to be fitted completely the other way around!! That is 105 on #1 and #4, 102,5 on #2 and #3.
Any thoughts/experience on this?
So far I've had different opinions, from "stick to the manual" (why the outer cylinders are set to be richer then??) to "the manual info is wrong" (hard to believe IMO...).
I just want to go back to stock jets, but I just don't know which is the right way...any help is much appreciated!!
So last year I got a 6Sigma jet kit for my '94 VC, installed and running (apparently) well with a K&n air filter and stock exhaust.
The fitting instructions tell you to replace the stock jets with 105 on #2 and #3 and 102,5 on 1# and #4, which kinda made sense to me after reading about how that difference compensates the different cooling conditions on inner and outer cylinders, adding a bit of extra fuel to help #2 and #3 cooling:
But then...last week I was reading the japanese service manual prior to a valve clearance check and got a bit shocked when reading the carb specs:
So, apart from them being the same size (what's the point with the kit then??)...they are supposed to be fitted completely the other way around!! That is 105 on #1 and #4, 102,5 on #2 and #3.
Any thoughts/experience on this?
So far I've had different opinions, from "stick to the manual" (why the outer cylinders are set to be richer then??) to "the manual info is wrong" (hard to believe IMO...).
I just want to go back to stock jets, but I just don't know which is the right way...any help is much appreciated!!
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CANADA / Yes, I'm Still Around......
« Last post by H2RICK on June 25, 2019, 07:58:35 PM »and have been busy with a whole bunch of stuff. My wife has been working through health problems and I've kind of acted like her personal nurse, but.......that was part of the deal when I signed on back in 1972. For better or worse, etc etc. Fortunately she seems to be over the worst of everything at this point.
I see my buddy Bandit Allan has joined the board. We've spent many happy hours riding all over Alberta, BC, MT, WA and ID on our B12's.
I still have Big Red and she still remains my LD rapid transit camping bike and still runs and rides like a champ.
I finally had to replace the original chain and sprockets at 44, 870 km in August of 2015 so I can't complain that Big Red has cost a lot in repairs.......other than my crashes
and lotsa gas and those darn expensive Michelin Pilot Roads.
Amazingly enough, another buddy of mine bought an '06 B12 and his is only 9 numbers earlier than mine. As well, a guy across the alley from another buddy just got an '06 B12 which he's street-fightering and his is only 100 numbers later than mine. Still more amazing, both those other bikes are what Suzuki calls "red" and both are non-ABS, exactly like mine. What are the odds ?? LOL I wonder where all the other '06's are ???
Well, that's enough from me for now.
Keep the faith, Bandit riders.
I see my buddy Bandit Allan has joined the board. We've spent many happy hours riding all over Alberta, BC, MT, WA and ID on our B12's.
I still have Big Red and she still remains my LD rapid transit camping bike and still runs and rides like a champ.
I finally had to replace the original chain and sprockets at 44, 870 km in August of 2015 so I can't complain that Big Red has cost a lot in repairs.......other than my crashes
and lotsa gas and those darn expensive Michelin Pilot Roads. Amazingly enough, another buddy of mine bought an '06 B12 and his is only 9 numbers earlier than mine. As well, a guy across the alley from another buddy just got an '06 B12 which he's street-fightering and his is only 100 numbers later than mine. Still more amazing, both those other bikes are what Suzuki calls "red" and both are non-ABS, exactly like mine. What are the odds ?? LOL I wonder where all the other '06's are ???
Well, that's enough from me for now.
Keep the faith, Bandit riders.
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SUZUKI BANDIT 250 & 400 / Re: Interfuses bandit 400 blog
« Last post by interfuse on June 12, 2019, 11:14:22 AM »Front end swap is mostly complete. I still have to clean up some wiring etc. I've been riding to work and gsxr front end is pretty great. I can't wait for the brake pads to bed in!!
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SUZUKI BANDIT 250 & 400 / Main carburetor
« Last post by chamarang on April 27, 2019, 11:53:28 AM »What is the main carbuator of suzuki gsf 250. When we see from left to right. Quickly need answer