Table of contents

• Honda CBF 1000 F and Suzuki Bandit 1250 S in comparison test Big bikes for little money
• Less overwork is not possible
• Suzuki Bandit 1250 S pushes more powerfully from below
• Honda CBF 1000 F sounds more potent
• Both engines are chronically reliable and last forever
• Bandit does not hide her 255 kilograms
• Drive through to Tierra del Fuego in one go
• Both do it under 5 liters on the country road
• history
• Sales figures
• Conclusion
• Technical specifications

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The CBF 1000 F looks more elegant, dignified, sleeker. The 1250 Bandit comes across as beefier, more powerful with a more powerful engine and XXL muffler.

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Honda CBF 1000 F..

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Honda CBF 1000 F..

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Honda CBF 1000 F..

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Suzuki Bandit 1250.

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Suzuki Bandit 1250.

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Suzuki Bandit 1250.

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Honda CBF 1000 F..

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Suzuki Bandit 1250.

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Suzuki Bandit 1250.

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Honda CBF 1000 F and Suzuki Bandit 1250.

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Honda CBF 1000 F and Suzuki Bandit 1250.

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Honda CBF 1000 F and Suzuki Bandit 1250.

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Honda CBF 1000 F and Suzuki Bandit 1250.

Source: IVM

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Sales figures: The fat years are over. Or not? Over 35,000 1200s and almost 15,000 1250s (including GSX) sold in Germany are a great success story. Also good: almost 15,000 copies of the CBF 1000 and a good 3000 of the “F”.

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Honda CBF 1000 F and Suzuki Bandit 1250.

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Compactness is no coincidence: the 1000cc four-cylinder was once a Fireblade drive (left).
Power plant with towering cylinders, developed exclusively for Bandit in 2007 (right).

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Both are the same as stainless steel exhaust systems and height-adjustable driver’s seats.

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Cat’s eyes against a big grin: the Honda on Contis rolls more precisely, crisperly around all corners …

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The bandit needs corrections more often on Dunlops, positions itself stronger.

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Honda CBF 1000 F (right) and Suzuki Bandit 1250 (left).

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Honda CBF 1000 F and Suzuki Bandit 1250.

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Honda CBF 1000 F and Suzuki Bandit 1250.

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Honda CBF 1000 F and Suzuki Bandit 1250.

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The cat’s eyes of the Honda CBF 1000 F.

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Big grins, on the other hand, from the Suzuki Bandit 1250.

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The command center of the CBF 1000 F is nicer, more informative and easier to read.

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New in 2015: colored handlebars. Fake!

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Honda CBF 1000 F and Suzuki Bandit 1250.

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The Suzuki also has an analog, almost under-challenged tachometer.
Krude: angular LCD speedometer in a round housing (“one-eyed bandit”).

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Honda CBF 1000 F and Suzuki Bandit 1250.

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A real bull, the bear-like bandit engine: it pushes hard even in the lower rev range. And with officially 98 HP it is a low truck. But relative to the displacement, the CBF 1000 F, which is only more powerful from 8000 tours, achieves more Newton meters. The Honda counters the quarter liter more displacement with a shorter overall ratio: it turns higher in the sixth than the Suzi in the fifth.

motorcycles

Comparison test Honda CBF 1000 F and Suzuki Bandit 1250 S

Honda CBF 1000 F and Suzuki Bandit 1250 S in comparison test
Big bikes for little money

They were once top sellers, yes trendsetters. But then time overtook them. Even so, they are still there. The Honda CBF 1000 F and the minimally revised Suzuki Bandit 1250 S are classic old school all-rounders. And the archetypes are cheaper than ever!

Thomas Schmieder

04/29/2015

Shortly after the dinosaurs became extinct – which still exist as birds to this day – the first Suzuki Bandits populated the planet. First small, lively, pretty 400s, then extremely successful 600s as the draft horses of evolution. But from 1996 the crown of creation was the mighty 1200 bandit. Like the 600s, it mutated into an everyday workhorse with or without a half-fairing, a low-budget tourer and potent street fighter, whose raised rear part was reminiscent of a baboon ready to mate. In 2007, there was an increase in displacement to a full 1255 cubic meters, and Suzuki switched the thermal household from alternating warm (air / oil-cooled) to constant temperature, i.e. water-cooled. Liquid concentrated feed was now supplied by injection. And six courses too. In 2012 the big, naked bandit died out.

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Nevertheless, this four-cylinder type remained what it always was: an honest, iconic all-rounder that occupied almost every possible living space with its upright, relaxed seating position. Quasi the Darwin finch from Suzuki. This called for feeders and predators. From 2004, massive amounts of CBF 600 built in Italy poured out of the Honda biotope, the largest genetic laboratory in the motorcycle world. They also settled on the streets of Europe with and without a half-shell, water-cooled from the start. In 2006 they also got a bigger sister, the always half-disguised CBF 1000. In 2010 a sleeker, more elegant version was added: that Honda CBF 1000 F..

Less overwork is not possible

It has meanwhile outlived the standard CBF. The Suzuki Bandit was always good for places between one and ten in the German registration statistics, the slightly more expensive Honda CBF 1000 F ranked behind. But gradually these species came under pressure and gradually slipped out of the top 50. The world has continued to turn, the motorcycle evolution has produced ever more radical, extremely adapted species for very special purposes. True generalists can apparently only assert themselves today as travel enduros.

Suzuki has cosmetically retouched the Bandit 1250 S for 2015. A modified front fairing with more conspicuous nostrils (no, no Ram-Air) and integrated side radiator covers should make it look faster. Added to this are new colors and the unchanged handlebar, which has now been painted in color – done. Less overwork is not possible. Nothing new in the east? Does not matter. All around us, nature blossoms and greens in the wonderful Odenwald – Norway maple, wild cherries, forsythia. Second spring for these bikes!

Suzuki Bandit 1250 S pushes more powerfully from below

Mighty four-cylinder engines purr below us. Even the first few meters show that these are motorcycles with a built-in Buddha. This type of drive made the motorcycle power Japan big and powerful for a reason. The four-cylinder engines run smoothly very early on, and with a shift speed of 3000 you are well served. They are meek beings, of a sociable nature. The big block in the Suzuki Bandit 1250 S pushes even more powerfully from the bottom. A bull from an engine. He also draws from a whopping 1255 cubic meters, a good quarter liter more. Volume model here means sales figures such as displacement.

Insurance-favorable 98 hp shows Suzuki. That is pure understatement. Because the test specimen, which has barely been run in, is full of 108 horses. It can easily become 111. Just like in the real world with the nominally 107 hp Honda CBF 1000 F. You know that: Another exhaust from SR Racing or tame tuning from the Suzuki specialist father help the Suzuki Bandit 1250 S easily with 120 to 140 hp. But even as standard it pushes splendidly. With always over 100 Newton meters between 2000 and 7500 tours. Respect. Calm and sovereign, this Suzuki unit. Turn out? What for? Is not necessary. You have more torque for less torque.

Honda CBF 1000 F sounds more potent

Despite the balance shaft, the engine of the Suzuki Bandit 1250 S vibrates heavily from the 4000 mark. Suzuki has specially equipped the underside of the rider’s footrests with the largest counterweights in the motorcycle world. But this is of no use to the pillion passenger, especially in the right notch, because it is in contact with the exhaust bracket. This XXL stovepipe without a front silencer seems to be a good resonance chamber. Also acoustically. Because the whispering sound he puffs out is almost too subtle. The Honda CBF 1000 F sounds duller, deeper and ultimately more potent. Despite the exhaust flap, it never makes a riot or provokes any residents.

On Honda and Suzuki, the rule is: put in sixth gear in the morning – and be good. Easy going. Honda once laboriously tamed the ex-Fireblade engine by means of completely new heads including smaller valves such as intake cross-sections. Nevertheless, the ex-Supersport engine remained a little shorter-stroke than the Bandit. So what? But the revving is right. It has to, because the shorter geared CBF turns higher in sixth gear than the GSF in fifth. Tempo 100 is therefore 4000 instead of 3500 revs in the last gear.

Both engines are chronically reliable and last forever

With constant travel this is noticeable from around 5000 tours. Both engines have been proven to last forever and three days, are chronically reliable and almost underutilized. The Honda CBF 1000 F responds even more gently to gas commands. And it shows less load change reactions, despite the Suzuki’s double throttle valves. A real phenomenon, this CBF 1000 F. A Honda among the Hondas. Sit on, drive off, feel good. Not boring, but relaxed. Inspiring through nonchalance.

Everything is so easy: Shifting, clutching (hydraulically operated as on the Suzuki), aiming for bends and rushing through. Do you really need a driver’s license for this? Although the Honda CBF 1000 F is only eleven kilograms lighter than the Suzuki Bandit 1250 S, in this comparison 244 to 255 kilograms, the difference is felt to be greater. Much more nimble, more agile, more neutral, the CBF wags around the tight bends of the former Zotzenenbach hill climb. A wise decision by Mr. Honda to stick to the 160 mm rear tire, which is easy to handle.

And to put on the better tires. Conti Road Attack roll very precisely, make you agile, almost cheeky. Your liability in drought is good anyway. When arriving by train, the Honda was also more stoic at top speed. An aluminum chassis carries the CBF, the same frame as the other Italo bikes CB 1000 R and the blessed Hornet like CBF 600. The fork works well and is comfort-oriented. Only the directly hinged shock absorber does not break any world records in response. It does not fish out hard, fast interfering impulses optimally, often hits the back. With a sporty driving style it reaches its limits. Somewhat underdamped, it then swings happily, pumping.

Bandit does not hide her 255 kilograms

It helps to turn the rebound damping down to a mere three-quarters opening. And pre-tensioning the strut to the third to last step even solo. Then the rear of the Honda CBF 1000 F does not hang quite as low, the balance becomes better. The long fear nipples and then even the standing surface of the side stand create furrows in the asphalt quite early on. The basic chassis data of the Suzuki Bandit 1250 S promise better handling: wheelbase ten, caster six millimeters shorter, steering head 0.7 degrees steeper. In fact, the Suzuki drives more unwieldy. It feels bigger in every way, doesn’t hide its pounds. An old school big bike, the Bandit. You have to adjust it a bit.

The 180 in the rear looks important, but makes it more cumbersome. Especially since the Dunlop D 218 (front “T”, rear “N”) look old. You don’t hit a line one hundred percent exactly, you have to constantly correct it a little. The handling is slow, the turning in is more stubborn. Spicy: MOTORRAD already carried out a tire test in issue 11/2010 for the technically still up-to-date Suzuki Bandit 1250 S. Conclusion: Pirelli Angel ST and Michelin Pilot 2 were particularly impressive. Nevertheless, Suzuki sends the bandit, built on long-written off production machines, with rubber from prehistoric times into the rough reality. Pity.

What the shock absorber on the Honda CBF 1000 F is, the same conventional fork on the Suzuki Bandit is: the Achilles’ heel of the chassis. Their diffuse coordination prevents good feedback. The 1250 hangs very low in the front, the fork has too much negative spring travel. It addresses insensitively and stubbornly. Full pre-tensioning (adjusting screws completely closed) improves driving experience and feedback from the front. Overall, the Bandit chassis works more comfortably, the shock absorber offers more reserves thanks to the lever and progression. This makes the Suzuki, together with a larger pillion seat and a generous 220 kilograms payload – more than with most travel enduros – a proper travel companion.

Drive through to Tierra del Fuego in one go

With the series Dunlops, the Suzuki Bandit 1250 S stands up noticeably on bumps and when it comes to grip on the brake in an inclined position. The Bandit’s four-piston stoppers require a little more hand strength. But their finely tuned ABS brings short braking distances. The transparency of the Honda CBF 1000 F is better. Whereby the pedal at the front right in the three-piston caliper slows down gently. The defensively tuned ABS control alone freezes the maximum deceleration, making it feel like a long time in between. A better feeling of contact with the Honda compensates for this. Your driver sits more integrated, with better knee grip on the tank, not on the (steel) frame underneath, as is the case with the Bandit. The knee angle is more relaxed and there is more space for tall people.

However, the CBF handlebar seems a little narrow for tall pilots. The wider Suzuki handlebar is strangely cranked, forcing the wrists into a strange position. As with the Honda CBF 1000 F, the height-adjustable seat cushion looks so thick, as if you could drive through to Tierra del Fuego in one go. But Suzuki’s thigh support is a bit small. This, like the wide flaps, can lead to cramps in the long run. The last bit of contact with the Suzuki Bandit 1250 S is missing, Honda can do better ergonomics. It is the better sightseeing motorcycle, the CBF, frees your mind even more. Because you have to concentrate less on driving.

Both do it under 5 liters on the country road

The mini on-board computer reports the total fuel consumption and per 100 kilometers. Not much: Both of them do less than five liters on the country road. You can also do nothing else: adjustable hand levers and seat heights are a matter of honor, as are the main stands, luggage hooks, hazard lights and four-in-one exhaust systems made entirely of stainless steel. Incomprehensible: Suzuki was a pioneer in gear displays, and equipped the sister model GSX 1250 F with it. But not the Suzuki Bandit 1250 S. On the Honda CBF 1000 F, the cheaply stamped brake pedal looks crude and the gaps in the fairing appear uneven.

The Suzuki Bandit 1250 S has a more rough, shirt-sleeved look. Its long model constancy is gradually becoming a burden. A seven-year-old machine does it just as well. Why buy a new one? Suzuki is currently offering the 2015 Bandit at a special price for a complete price of 8740 euros, including long 12,000 servicing intervals (Honda: 6000). The almost identical 2014 model officially costs only 8,240 euros. There is no more motorcycle for the money anywhere. The kilogram costs just under 33 euros. Sensational.

The Honda CBF 1000 F looks like a current interpretation of the Yamaha XJ 900 F. It is the more convincing motorcycle, for officially 11,155 euros. In the trade it is usually under 10,000 euros, without any price negotiations. This is really worth considering! Yes, time has passed over these big bikes, they are now leading a shadowy existence. But there used to be figures of light.

history

markus-jahn.com

Suzuki GSF 1200 (1996): The Bandit was a real trendsetter, first as a naked “N”, later as a half-disguised “S” version.

Past and future

Such all-rounders were once extremely successful. The Suzuki Bandit family in particular enjoys great cult status.

manufacturer

Suzuki GSX 1250 F (2010): With full fairing, the bandit (which is no longer called that here) mutated into a sports tourer.

Suzuki’s noble GSF 400 Bandit laid the foundation for great success in Japan in 1991. A new type of naked bike, not retro, not evil. In 1995 the 600 series followed officially in Europe, also with the frame painted in the vehicle color and air / oil-cooled fine rib four-cylinder of the GSX 600 F. thick cooling fins. All of the bandits together have been sold over 100,000 times in Germany alone. Only BMW GS is there more. But Suzuki struggles with contemporary successors. The Fat Mile, designed by Hans A. Muth and Daniel Handler, shows that there is still cult potential here. Suzuki is considering an adapted small series. But it would no longer be a real all-rounder.

manufacturer

Honda CBF 1000 (2006): Following the example of the 600, which was successfully launched in 2004, the just as plainly styled 1000 followed.

At Honda, only the CBF 1000 F remained from four model variants of the CBF family (600/1000, S or N).

Sales figures

Source: IVM

The sales story is also a success story for both bikes.

The golden years are over. Or not? Over 35,000 1200s and almost 15,000 1250s (including GSX) sold in Germany are a great success story. Also good: almost 15,000 copies of the CBF 1000 and a good 3000 of the “F”.

Conclusion

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Pictures: Honda CBF 1000 F and Suzuki Bandit 1250 S in comparison test

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Source: IVM

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Two relics on wheels, the last of their kind: they give a lot and take little. Evergreens without novelty fetishism and performance mania. Yes, the extremely cheap Suzuki Bandit 1250 S is no longer up to par. But the powerful Bandit engine is still a stunner. Suitcases and better tires make a tourer out of the Suzi. The Honda CBF 1000 F perfectly embodies the Honda virtues: making things as easy as possible for people; pick them up where they are. It is more polished, drives better: more manageable, more light-footed, more precise.

Technical specifications

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Pictures: Honda CBF 1000 F and Suzuki Bandit 1250 S in comparison test

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Source: IVM

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