Comparison test between Suzuki GSX 600 F and Suzuki GSF 600 S Bandit

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Comparison test between Suzuki GSX 600 F and Suzuki GSF 600 S Bandit

Blue choice

GSX 600 F or GSF 600 S? The color scheme is just as little aid to decision-making as the pricing. So let’s stick to the inner values ​​of the candidates for comparison – sensible as we are.

ZThe Suzuki GSX 600 F has been among the quiet in the country since it entered the motorcycle scene in 1988. Designed as a sporty all-rounder and born with the handicap of an appearance that took some getting used to, from the start she had little to order against the super athletes of her class. But the “F” did not give up, rather played for time. With success: While the competing “R” models of the 600 class became more and more expensive, the Suzuki relied on price stability and secretly created a considerable circle of friends over the cost track.

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Comparison test between Suzuki GSX 600 F and Suzuki GSF 600 S Bandit

Comparison test between Suzuki GSX 600 F and Suzuki GSF 600 S Bandit
Blue choice

GSX 600 F is much thinner, shows active interest in what is going on around it, acknowledges every nudge with slight fluctuations around the vehicle’s longitudinal axis. Although this mimosa-like fidgeting never degenerates into a commuting, it gives a whiff of adventure to fully driven sections of the motorway.

The GSX is not calm on the country road either. While they effortlessly turn in and find their way on flat asphalt belts, they attack the familiar signs of emotion on uneven ground. But this nervousness is not a god-given shortcoming, but a consequence of the standard Dunlop K 655 tires. Every other tire pairing approved by Suzuki has a more or less calming effect on the directional stability of the »F« (see MOTORRAD 25/92). The Bandit, by default on Bridgestone BT 50 / BT 54 tires, underpins the positive impressions that have been gathered there beyond the autobahn. Supported by the casual seating position behind the wide handlebars, it can be circled even more loosely through combinations of curves, and it is even more precise when it comes to tracking. But above all: It follows the given direction, regardless of whether the floor covering is taut or if it throws ugly folds. That applies at least to solo operation. Under the impression of a weighty team of two, the Bandit – more precisely: its central shock absorber – reaches its limits: the rear wheel suspension cracks through on heavy bumps and the rebound damping struggles to slow down the subsequent upward movement of the rear frame. The shock absorber of the GSX-F is just as easy to swallow and comfortable in solo operation as its Bandit counterpart and can also be compressed to the stop every now and then when fully loaded, but the bottom line is that it has a bit more spring and damping reserves.

Instead, the »F« strikes the hour when hard and controlled braking is called for. Although well prepared with fixed calipers and floating discs on the front wheel, it combines a high level of manual strength with poor controllability. The bandit shows how it can be done better: With a light grip and good feedback, although “only” equipped with floating saddles, it shows the clearly better delay tactics.

Life for the pillion passenger is no picnic on the GSX-F: Although there is sufficient survival space on the rear half of the bench, he sits strangely isolated far behind and above the person in front. On the Bandit, two people live in a more intimate proximity – an advantage that is unfortunately completely negated by the sloping seat and the small distance between the bottom of the pants and the footrests. Which makes choosing blue a lonely decision – in one case as in the other.

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