Butt of BIKE jokes three years ago, the Suzuki GSF400 now raises a smile with reworked cams and carbs

IT'S ALWAYS refreshing to discover a manufacturer has taken on board criticisms and improved its product accordingly. When BIKE first tested the Bandit in May 1991, Tim Thompson was harsh in his criticism of the gutless motor, prompting him to write the amusing final line: "Bandit — I think maybe they should have."

So it's good news that the GSF400P comes with a higher top gear, higher final drive ratio, bigger jets in its four 33mm Slingshot carburettors and revised cams giving longer valve opening times. All this results in a ten per cent increase in midrange torque in return for a one horsepower drop to 52bhp at ll,000rpm. Would these modifications have spared the Bandit Tim's poison pen? I doubt it, a joke like that is hard to resist. The name is conspicuous by its absence from current literature so I'm spared the chore of trying to better the pun.

Suzuki's promo leaflet still promises "sports bike performance" and while the 1994 version is undoubtedly better than its predecessor, three years has seen sports bike performance redefined. You can't ignore the fact that at ,£3500 the GSF400 is more than two grand cheaper than Kawasaki's ZXR400 but don't let the marketing people have you believe the Suzuki is in the same league because it isn't.

High footrests make for a rather cramped riding position and rubber pads on the frame where knees knock don't relieve the pain of having your joints bent at such an acute angle. The taller and older you are, the more you'll suffer. High pegs give good ground clearance, though.

A little over 3601b is fun to throw around tight turns and twisty roads. The handlebars emphasise the impression of sitting on top of the bike rather than moulding in to it and I found the front end quite light, susceptible to upset from road repairs and cats' eyes.

Dunlop K505 tyres (110/70-17H front, 150/70-17H rear) behave impeccably in the dry but their limits are easily reached on moist tarmacadam.

There's no adjustment to the forks, and on the middle of seven settings for rear preload the ride is quite firm. I have no problems with the unadjustable damping either.

Like all GSs, the liquid-cooled four sounds harsh - like the noise from a Scalextric car revving its nuts off with the back wheels in the air. There's a buzzy vibration which makes its presence felt in the plates beside the footrests and a hand-warming tingle through the bars.

A lot more happens between 6000 and 8000rpm than with the old spec motor but real excitement still lies beyond and comes with a feeling of guilt for what you have to do in pursuit of a good time.

Late home (again) one night, and 2000 gentle miles logged, found me wringing its neck and passing everything in sight for 30 minutes -jolly japes with the competent headlight picking out those damp spots on the fastest lines.

It will cruise at 85 and the needle will reach 110 on the pretty white-faced clock relatively easily. lOOmph equates to 10,500rpm in top but slight inclines or a head wind spell hard work for the left foot. It won't pull the 14,000 redline in fifth of the six gears.

I find the gearbox sensibly-spaced but the action is notchy, requiring a positive boot on the^ lever and accurate synchronisation with the cable-operated clutch.

The 310mm diameter front brake is adequate, the lever feeling firm but not wooden. It is well backed up by a keen rear disc. Slowing down a light bike that's not likely to be going that fast anyway was never going to be a problem and these anchors are well up to the job.

Riding around town is frantic. Plenty of revs and a fair degree of clutch slipping due to the fairly high gearing are necessary in order to keep your place in traffic. As the pace quickens there is still the need to use the lower ratios of the box to prevent the engine bogging during the sprints between the lights. There's a slight hesitation at small throttle openings as the motor comes off the overrun, most obvious when exiting turns and roundabouts.

A full tank (3.5gal) will take you 100 miles before you have to stop and turn the infuriating tap onto reserve. It's tucked away behind the left frame tube and the clutch cable descends immediately in front of it. There's nothing worse than passing eight cars and the ubiquitous juggernaut to then have to stop, remove your glove and fiddle with the tap as they all come splashing past you again.

Because I'm always late, 35mpg is not a fair reflection of the bike's fuel consumption. A civilised approach to commuting should see this figure rising to the mid-40s, dropping again on sunny Sunday mornings.

Styling is a matter of personal preference but I like the look of the bike, marred, for me, only by the pug ugly rear mudguard. Despite its shape and size the tail piece and pillion seat (no grab rail) still get sprayed with road filth. The num-berplate sits way below the tail light and carries its own chrome light which would look more at home on a chopper.

Polished alloy clock housings with chrome rims, chrome headlight and indicators add a touch of traditional class to the modern naked bike lines. Electrical components on the left and rear brake fluid reservoir on the right are exposed between the rails of the rear subframe, between the seat and the footrests. Because you can see them you have to clean them and I'd like to see the bodywork extended for that reason.

The grey engine and black four-into-one exhaust are vulnerable to crud from the front wheel and its short mudguard. Fixtures and fittings such as brake line joints and calipers are early victims of road salt. It's the usual sad story and the Suzuki is no more susceptible to the rigours of winter than any other naked bike. They all require a high degree of patient, loving care to keep them pretty.

Minor gripes aside, I love the little Bandit. It's the perfect stepping stone to bigger and better things and spirited enough to provide the adrenalin fix on a budget. It's also insurance friendly. I just don't know how long I'd last before the paranoia of life at 10,000 revs started to get to me. □