Driving report Suzuki Bandit 650 S

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Driving report Suzuki Bandit 650 S
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Driving report Suzuki Bandit 650 S

Driving report Suzuki Bandit 650 S
Viva La Evolución

The youth are no longer rebelling, 1968 was a long time ago and the establishment is firmly in the saddle. Nevertheless, there are still ideals of yore that have lost none of their validity. For example, the realization that more displacement has (almost) never done any harm. Like the fresh Suzuki Bandit 650.

Thomas Schmieder

12/14/2004

State power knows no mercy. No discussions, no photos, otherwise there is a risk of “big problems”, the sun-gazed henchman in uniform clarifies. A squad of twelve bandits, Suzuki’s new 650, stopped and tamed by four Spanish police officers. Just for what? Nobody from the international gang of journalists provoked with wheelies, burn-outs or unfair overtaking maneuvers. Not even driving too fast. Although it would have been easy: 65.5 instead of 62.6 millimeters bore with unchanged stroke raises the displacement by almost ten percent
now 656 cm3.
The recently black motor hangs in a characteristic fine ribbed structure in the brightly painted double loop frame made of steel. To keep annoying vibrations away from the driver
hold, the lower engine mount was omitted. Works, the running culture is better. The four-cylinder is based on the fully wired GSX 600 F from 1987. And since the original bandit from 1995 it has become a class fighter that has been tried and tested thousands of times.
Now with a completely new bandit honor. How transformed the 650er pushes in the
Was already doing a lot downstairs. No comparison to the 600, which was only heavily revised once, for the 2000 season, and was not particularly lively. It did not get beyond a last place in the middle class group test in MOTORRAD 9/2004. So now more torque for less torque: 59 instead of 54 Newton meters, already at 7800 instead of 9500 revolutions. Clear steam announcement, the new Bandit has a lot more bite, storms five-digit speeds without complaint. And now, unlike in the past, you often like to shift into sixth gear of the unchanged transmission.
The thicker pistons are flatter. This keeps their weight low for the benefit of revving. In addition, contrary to any technical trend, they reduce compression. In fact, this means that new camshafts with tamer control times and less valve lift limit the output to unchanged
78 hp. Nobody needs more, that’s easily enough for confident, brisk propulsion. If one could finally go back. Puff cake: The stick servants let the alleged sinners blow. The digital one reports twelve times 0.00 per mil
Breathalyzer, the civil servant pistoleros look pinched.
The Bandit blows its exhaust gases through a stainless steel exhaust system with an unregulated catalytic converter and secondary air system. It is a pity that it has no injection with throttle valves and G-Kat, like
their 650 V2 spontaneous sisters SV and
V-Strom. No, she sips very comfortably-
Functional thanks to the 32-cylinder constant pressure carburetor with throttle valve sensor. The gas can be applied smoothly, the load change reactions are noticeably harder only when the vehicle is coasting.
Pushing operation? Si, clear the road for document control. The 650er is said to have slimmed off almost four kilograms. The new, coated cylinder bank alone, without liners, saves 1.8 kilograms. And improves heat dissipation with lower oil consumption. Jacking up on the standard main stand is easy.
This is how the gang of journalists stew in front of the proud sheriffs. Detection service-
measures on the 650. Yes None
Start a revolution! This is what the Suzuki designers are committed to. A bandit stays a bandit, stays a bandit. Even with strange multi-cultural instruments: a square digital speedometer sits in the round housing. A one-eyed bandit, not pretty, but rare. At least the tachometer shows Japan-un-
typically placed on the left, still on with a needle. They catch the eye on top of each other-
arranged H7 multi-reflector headlights of the half-masked “S” version. The lower light for the high beam is switched on, for escape routes as bright as day. The frame-mounted half-fairing is narrower and shorter, while the rear with its various luggage hooks is also sleeker and slimmer.
Get up! Two drivers have theirs
Driver’s license not included. So all guys off to the guard. The two-part seat is new; the driver’s compartment is height adjustable. To do this, twelve screws have to be loosened. In the upper position the seat height is as usual 790 millimeters, in the lower position it is only 770 millimeters. Good for safe appearances by little people. Especially since the narrower seat, more retracted frame tubes and new side covers also simplify handling when standing. The pillion seat is more ergonomic than before. The handlebars can also be adjusted in height by ten millimeters using the adapter supplied. The driver moves closer to the front wheel because the tank is 32 millimeters shorter than that of the 600. Since it became wider at the same time, the fuel container holds white-
thereafter a generous 20 liters. Because the seat position is more oriented towards the front wheel, the cranked handlebars twist the forearms a little.
The traditional air / oil cooled Moto-
ren have cooled down and only need the choke for a short time despite the impressive 4.6 liters of oil. The four-cylinder units sit down with the usual bell-like undertone
Movement, set course for the police station under a blue light escort. There are too
Unmasked bandits there, with a cheeky lampshade and a cheeky Blen-
de between the top and bottom of the frame-
trains. And instrument cups with a hard plastic look.
The Bandit is easy to drive and control, and is easy to handle. Surprisingly more agile, the naked bandit robbers, accepts course corrections more gratefully, and falls more easily into an inclined position. Her front wheel weighs four kilograms less. Both versions roll
Standard on proper sports touring tires Bridgestone BT 011, now in the standard size 120/70 ZR 17. On the “N” the front tire has the special specification L, while the “S” has J.
This makes the clad variant appear a little stiffer in handling, presumably to reduce handlebar flutter (shimmy). At the rear a BT 020 rotates with special code L. The rubbers grip well and have a high level of self-damping, the chassis shows a decent lean angle. The central spring strut with deflection works inconspicuously, and the 41 fork is still a little soft. At least now with an adjustable spring base.
Standing court: The pads of the new front brake are very transparent to the 290 discs. Together with the brake calipers, they come from the SV 650,
the rear stopper even from the GSX-R 600.
Fine everyday brakes, currently still without ABS. From April they will only be available with an anti-lock braking system from Nissin, for an additional charge of around 600 euros. For those who don’t value it: ABS-free machines are already available.
Payday: 60 euros fine for the delinquents without a license. Some colleagues are frantically pulling on cigarettes and are annoyed by the absurd accusation of “illegal motorcycle racing”. Are you kidding me? Are you serious when you say that. The fist clenches in the pocket. Be that as it may, head held high, it’s finally going on. Adios, muchachos! The new one is around 150 euros more expensive than the old one and is reliable and easy to deal with. Just with a lot more driving fun. And remains 200 euros cheaper than the declared opponent, the Honda CBF 600. As a top seller in Germany, the 600 bandit is the tenth most popular-
scale passed. No doubt about it, the 650s will be a folk hero again.
One more time on the train. Because of the smaller windshield, the wind protection beyond 140 km / h is only moderate, not so much better than on the bare one. Despite tests in the wind tunnel. At least there is hardly any turbulence behind the rear-flow disk. This time they didn’t get us! As a sign of solidarity, construction workers in the city of Tarragona raise their thumbs and show the victory sign as the bandit crowd rushes by. You know very intuitively: Viva la Evolución!

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Viva La Evolución

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Technical specifications

Engine: air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, wet sump lubrication, constant pressure carburetor, Ø 32 mm, uncontrolled catalytic converter with secondary air system, 475 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 65.5 x 48.7 mm

Cubic capacity 656 cm3

Compression ratio 10.5: 1

Rated output 57 kW (78 hp) at 10200 rpm

Max. Torque 59 Nm at 7800 rpm

Chassis: double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, two-
Arm swing made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø
290 mm, double-piston floating calipers, rear disc brake, Ø 240 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17

Dimensions and weights: wheelbase 1440 mm, steering head angle 64 degrees, caster 108 mm, suspension travel f / h 130/126 mm, seat height 770/790 mm, empty weight 227 (224) kg, payload 213 (216) kg, tank capacity 20 liters.
Warranty two years
Colors red, metallic blue, black, silver
Price 6290 (5990) euros
Additional costs 130 euros

The differences to the 600

Engine: black, with 56 cm3 more displacement; 2.9 mm more bore; new pistons (2.9 mm larger diameter, 4.3 mm flatter) with chrome-nitride-coated rings, coated-
tete cylinder without liners 1.8 kg lighter; Camshafts with less valve overlap and less valve lift; Compression 10.5: 1 instead of the previous 11.3: 1.
Chassis: slimmer and stiffened frame (additional strut between the upper frame tubes), left and right omitted
lower engine mount; Fork slightly flatter (64 instead of 64.5 degrees steering head angle) and with
adjustable spring base (photo below left); Caster 108 instead of 100 mm; Front tire with 70 mm cross-section; Front brake system from the SV 650 with connection line from the right to the left brake caliper (photo center).
Ergonomics: handlebar height adjustable by 10 mm, height of the driver’s seat variable: 770
or 790 mm high (photo on the right); Tank 32 mm
shorter and wider with the same content (20 liters).
Equipment: instruments with LCD speedometer (photo above left); Stainless steel exhaust system, longer muffler; Half-fairing narrower and shorter, stacked H7 headlights (S version); Lamp mask and cover in the steering head area (naked version); Rear fairing narrower; Side cover and footrest bracket redrawn.

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