Endurance test interim balance for the Suzuki Bandit 1250 S

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Endurance test interim balance for the Suzuki Bandit 1250 S


Endurance test interim balance for the Suzuki Bandit 1250 S

Endurance test interim balance for the Suzuki Bandit 1250 S
The one without

Bathrobe instead of fine rib. With the water-cooled bandit, Suzuki shocked the cooling fins faction. After almost 30,000 kilometers, the new one proves: it works without it? actually very good.

Peter Mayer


Annette Johann put it in a nutshell: no comparison to the old one! Thousands of bandit fans had hoped for exactly these four words, which the MOTORRAD editor enthusiastically wrote down in the logbook in spring 2007 after a tour of the Vosges. Or feared them. Depending on your point of view. Because the big bandit, who interpreted the topic of motorcycles so thoroughly and pragmatically, had gathered a dearly loving fan base around them since their appearance in 1996. After all, in their eyes it was, so to speak, the two-wheeled VW Beetle. Inexpensive, universal, down-to-earth, good.

And suddenly the Bandit 1250 came along. Water jacket instead of fine rib. A question of belief, not technology. Because it was convincing with injection, 98 cm3 more displacement (1255 instead of 1157 cm³), balance shaft and standard ABS not only for colleague Johann. 2,660 sales contracts were signed in this country last year, lifting the new water buffalo to fourth place in the statistics of the best-selling motorcycles in the 2007 season.

Few of them will have rewound as many kilometers as the MOTORRAD endurance test bandit. So far there have been a good 28,000. And what happened? Nearly nothing. A fancy speedometer display and a striking idle display. Sacrifice of plug connections corroded by water and road salt. And repaired both on goodwill. It could have been worse, though. For example, if an employee of the sister magazine PS fell just four weeks after the start of the test. Manifolds, silencers, indicators, brake levers, tank and handlebars went to the scrap metal and 2020 euros for material and labor on the account of the Suzuki dealer.

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Endurance test interim balance for the Suzuki Bandit 1250 S


The bandit is good for extensive raiding in every area.

After all, the patience with the inharmonious and stubborn original tires, the Dunlop D 218, lasted 9,000 kilometers. The Michelin Pilot Road 2 2CT, which is also headstrong on the Bandit, gave way to a set of excellent Pirelli Diablo Strada at almost 19,000. The Suzuki has been rolling on Bridgestone BT 021 for 26,000 kilometers. The front brake pads had to be replaced at 18,600 kilometers, and their counterparts on the rear wheel at 24,200 odometer reading. Both within the scope of the 6000-kilometer inspection intervals, which are actually no longer up-to-date with today’s state of the art. The prices, however, including all parts and oil at 153 euros (6000 km), 262 euros (12,000 km), 314 euros (18,000 km) and 511 euros (24,000 km) remained quite reasonable.

After all, the stops were an event where fleet manager Rainer Froberg saw the bandit on the road at least occasionally. And was mostly allowed to listen to enthusiastic comments. “What a torque,” said sports editor Andreas Schulz after a tour of the Dolomites. In fact, Suzuki landed a direct hit with the new engine. The four-cylinder engine already exerts its maximum torque at 3500 rpm, not only pushing it silky smoothly and powerfully out of every bend in the Italian Alps. Especially since the periphery also supports this sovereignty. Sitting posture, fittings, handlebar height and footrest position convey a generous feeling of space on the Bandit.

Long-haul comfort

Endurance test interim balance for the Suzuki Bandit 1250 S


The bandit is definitely suitable for travel.

Actually well suited for a tour for two, the companion can get uncomfortable because the passenger footpegs, which are mounted quite high due to the voluminous silencer, force an uncomfortably acute knee angle. It’s a shame, because the suspension is waiting? in contrast to its buttery-soft, sprung predecessor ?? with ample reserves. Which was too uncomfortable for some drivers of the endurance test bandit in solo operation. A rebound stage damping on the shock absorber that is turned up fairly high (3.5 of 4.5 turns) allows the rear to work more freely without it rocking too much. There is no setting option for the compression damping.

It remains annoying for an all-rounder with such a wide range of applications that the adjustment ring of the spring base can only be turned with great difficulty and using the last millimeter of available space. MOTORRAD therefore left the spring setting almost permanently at position three. But you can live with that if you take a look at the prices of the only effective improvement, replacing the shock absorber (see page 59).

Endurance test interim balance for the Suzuki Bandit 1250 S


Twilight figures.

What else was there to complain about? ?? blunt brake ?? writes editor Thomas Schmieder succinctly in the logbook. He is right. The fact that the double disc doesn’t have to stop with high manual force is proven by the retrofit pads, which are cheaper than the original parts, which cost 52 euros (see page 59). Which shouldn’t hide the fact that the Bandit, with its inconspicuously regulating ABS and a maximum deceleration of 9.8 m / s2, brakes at top level even in series production.

Is there still something to complain about? On the way back from a trip to Italy, the managing editor Harry Humke noticed: ?? The upholstery sags on the side edges on longer tours. That causes pressure points. That is also true.

The big journey is the bandit’s territory anyway. With the universal genius for long-distance use, the adjustable Variotouringcreen from MRA, defied the wind and stowed the luggage in the sturdy suitcase set from Givi, the big robber literally invites you to go on an extended hunt. Even daily stages with four-digit kilometers can be managed with the cultivated, practically vibration-free four-cylinder.

Muffler and drive

Endurance test interim balance for the Suzuki Bandit 1250 S


The bandit stands out from the pack.

However, if you find the exceptionally subtle whispering sound of the Bandit too cautious and want to make it suitable for travel, you should exercise caution when it comes to retrofitting exhausts. Of all the silencers presented above, only the systems from Holeshot and Hurric allow the attachment of suitcases. The rest of them come dangerously close or even touch the heat-sensitive plastic containers.

When used on long tours, the VH toothed belt drive installed at a mileage of 18600 shone (www.vh-motorradtechnik.de, MOTORRAD 3/2008). No re-tensioning, no chain grease on the rear wheel, this conversion convinces everyone. The installation was complex. Anyone who does not trust themselves to flex a nose on the housing, do minor milling and sawing work and remove the swing arm will have to add around 250 euros assembly costs to the price of the conversion kit of 1095 euros.

Endurance test interim balance for the Suzuki Bandit 1250 S


When wandering through the undergrowth, you may come across a bandit.

No question about it, the timing belt conversion cannot withstand the calculation with a sharp pencil. A belt for 300 euros lasts around 40,000 kilometers, about twice as long as a chain set that is half as expensive at around 180 euros. A toothed belt pulley (280 euros) at the rear may also be due after this time.

Nevertheless, the fact that it is maintenance-free is appealing, and the belt has survived the past 10,000 kilometers without any problems. How he and the rest of the 1250s will do until the end of the endurance test at 50,000 kilometers shouldn’t be too long in coming. Because next summer is coming ?? despite all the meteorological doubts currently raised? definitely.

Tire recommendation – tires for the Bandit

The effects of tires on the handling of a motorcycle are still underestimated. And: not every tire works on every model. MOTORRAD tried seven pairs on the 1250 endurance test Bandit.

Endurance test interim balance for the Suzuki Bandit 1250 S

Only conditionally recommendable: The Michelin Pilot Road 2 2CT.

Bridgestone BT 021
In the dry, the BT 021 impresses with its very neutral handling and good adhesion. When it is wet, he cannot fully confirm this advantage of confidence due to a relatively early slip limit.

Continental Road Attack
Good-natured handling in wet and dry conditions are the strengths of the Conti. The only weakness: the grip reserves on dry roads could be more pronounced.

Dunlop D 218
High counter-steering forces when cornering and a noticeable righting moment when braking spoil the driving pleasure with the first tires of the Bandit. If Dunlop on the Suzi, then the Roadsmart.
conditionally recommendable be more pronounced.

Dunlop Roadsmart
The pronounced grip and transparent feedback in the dry qualify the Roadsmart to be a good touring tire. However: he needs a little pressure when turning.
Highly recommended

Metzeler Roadtec Z6
High grip and minimal set-up torque ?? the Metzeler shines with sporty properties and neutral handling. On top of that, experience has shown that it can still shine with good mileage.
Highly recommended

Michelin Pilot Road 2 2CT
Curvy tire with good grip in both dry and rainy conditions. Requires a sporty driving style. At a moderate pace, the righting moment and stubborn turning behavior are annoying.
Conditionally recommended

Pirelli Diablo Strada
Very good grip on wet and dry roads, as well as neutral handling over the entire lean angle, characterize the Pirelli. A touring sport tire without weaknesses.
Highly recommended

Defects in the test – not very tight

Endurance test interim balance for the Suzuki Bandit 1250 S

A plug connection that leads to the cockpit is susceptible to splashing water.

It was splashed water that forced the endurance test bandit to the only unscheduled workshop visit so far. Penetrating water caused the plug connection of the cable harness leading to the cockpit to corrode and temporarily paralyzed the display at 20,700 kilometers. The sensor for the gearbox’s idle display succumbed to the effects of the damp element at a distance of 24,000 kilometers. Both electrofips were repaired at short notice and on goodwill at the dealer.

Accessories put to the test

Nothing is so good that it cannot be improved. With the Bandit, there is room for improvement when it comes to seating position, suspension settings, brakes and wind protection. MOTORRAD has tried several alternatives to the standard equipment.

Endurance test interim balance for the Suzuki Bandit 1250 S

Wilbers or Ohlins chassis can be a sensible investment.

Jungbluth only offers new upholstery for the original seat. The driver and companion sit comfortably and without pressure points on the tightly padded and significantly wider bench seat, even on maxi tours.
Price: 200 euros; www.motorrad-sitzbaenke.de
highly recommended

Yves Moillo
Visually, the complete bank clearly enhances the Bandit. But is the retrofit part? like the series seat ?? because of the relatively soft upholstery on long tours and becomes a bit uncomfortable in the long run.
Price: 449 euros; www.polo-motorrad.de

This system offers a wide range of adjustment of the footrest position. Horizontally, the notches can be moved forward by up to 2.5 centimeters from the standard position. The vertical position can be varied by two centimeters down to one centimeter up. The only flaw: In the lower settings, the knob of the side stand gets into gear when shifting? as with LSL ?? in conflict with the foot.
Price: 335 euros; www.rairotec.de

The non-adjustable footrest system places the feet a little higher (1.5 cm) and further forward (3 cm). This increases the lean angle without reducing the knee angle. LSL convinces with high quality workmanship. However: the foot comes into conflict with the knob of the side stand when shifting gears. You can’t avoid bending or shortening the knob.
Price: 359 euros; www.lsl-motorradtechnik.de
conditionally recommended

CLS heated grips
The advantage of this heat dispenser should be that it automatically adjusts the heating output to the outside temperature. Although this was less noticeable, it did not detract from the unanimous enthusiasm for this high-quality product. Because the desired temperature can be ?? from lukewarm to extremely warm? can be adjusted very precisely using the rotary knob to be attached to the panel.
Price: 189 euros; www.cls200.de
highly recommended

Mirror / shield
The rear-view mirror extensions from Berni ?? s allow a significantly better view to the rear. Because they still look inconspicuous, there is only one tip: buy. The Variotouringscreen from MRA with the attached and adjustable wind deflector has been considered the all-purpose tool among touring riders for years.
Rearview mirror widening: 49.95 euros, www.polo-motorrad.de
Sign: 119.90 euros; www.mra.de
highly recommended

Front brake pads
The pads from Brembo (ID: 07KA13SA) were not completely convincing. They hardly differed from the standard rubbers in terms of both dosing and manual force.
Price: 36.95 euros; www.brunegmbh.de
conditionally recommended

The ?? quite expensive ?? Rubbers from Carbon Lorraine (identifier: SBK 5). With a clearly noticeable progression, the strength of a single finger is enough to bring the front brake into the control range of the anti-lock braking system.
Price: 45.70 euros; www.carbonelorraine.de
highly recommended

The Ferodo pads (identifier: SinterGrip Road) can feel like the winner of the practical comparison in this test field. The clearly noticeable progression makes it possible to operate the brake in every situation with just one finger on the lever, even when driving in a sporty manner. It has to be.
Price: 29.50 euros; www.pwhamburg.de
highly recommended

The accessory chain Gericke vies for the favor of the bandit brakemen with a competitive price. The rubbers (ID: 2251A3) react quite neutrally, but lack the necessary progression. So does it take? at least for vehement braking maneuvers? a strong pull on the brake lever.
Price: 16.95 euros, www.heingericke.de

The rubbers from Lucas (ID: MCB 602 SV) are also very good-natured. Due to the moderate progression, they also need quite a lot of hand strength when decelerating vigorously.
Price: 34.95 euros; www.trw.com

The suspension strut from Hyperpro is sporty. The comfort is therefore only marginally improved. The 35-fold adjustable rebound stage damping offered with 25 clicks (series: 16) the best compromise between responsiveness and the tendency to rock. Overall, no significant plus compared to the series.
Price: 440 euros; www.mizu.de
conditionally recommended

Chassis veteran Wilbers manages to train the Bandit to be a bit more comfortable in solo operation. To do this, the spring base of the shock absorber should be raised by two turns (four centimeters negative spring travel with the driver). The 25-way adjustable rebound damping fit well in the standard setting (14 clicks). The option of hydraulic spring preload (199 euros) makes it much easier to adapt to pillion rider use.
Price: 429 euros; www.wilbers.de

Premium manufacturer Ohlins can also do it with the Bandit. Noticeably finer response and thanks to the adjustability of rebound and compression damping as well as hydraulically adjustable spring preload, almost unlimited tuning options leave nothing to be desired ?? apart from the price, which is quite high despite the quality.
Price: 1079 euros; www.zupin.de
highly recommended

Exhaust recommendation

Endurance test interim balance for the Suzuki Bandit 1250 S


SR-Racing: the secret star among the retrofit systems.

Akrapovic Hexagon
Significantly more expensive than the rest of the field, Akrapovic positions itself as a premium manufacturer in terms of price and appearance. The workmanship is first class. Nevertheless, the lightest system in the test remains very close to the original silencer in terms of acoustic and performance.
Data: titanium, 2.2 kilograms, 682 euros, www.akrapovic.de

Bos oval
The Bos silencer is well made. The aggressive sounding muffler follows its acoustic appearance with noteworthy additional power and increased torque in the middle range, also in terms of power output.
Data: aluminum, 3.2 kilograms, 399 euros, www.bosauspuff.de

Devil Magnum VA
With a moderate noise level that comes very close to the standard silencer, the Devil system is cautious. Against this background, the significant increase in performance and a nice, even torque curve are all the more convincing.
Data: stainless steel, 3.8 kilograms, 449 euros, www.bikeside.de

As the only silencer in the test field, the Hashiru does not achieve the top performance of its series counterpart. The system also lags behind the competition when it comes to the finish. It is doubtful whether the price breaker will ultimately make a profit.
Data: stainless steel, 2.3 kilograms, 249 euros, www.polo-motorrad.de

Holeshot Master
The holeshot silencer significantly improves the bandit’s power output. The only downer: The stop of the main stand was welded to the otherwise well-made stainless steel part by a good five centimeters next to the intended point.
Data: stainless steel, 4.3 kilograms, 334 euros, www.mizu.de

Hurric RAC1
What the noticeably small damper already suggests is confirmed acoustically: Even though it has an ABE, the hurric silencer is subjectively the loudest in the test field. In terms of workmanship, the compact system shows no weaknesses despite the pleasantly low price.
Data: stainless steel, 3.4 kilograms, 269 euros, www.fechter.de

The Italian retrofit system is characterized by impeccable workmanship. Even a spring hook for assembly is included. Only the cheap-looking mounting clamp, which can also be found at some other manufacturers, does not fit into the picture.
Data: Titan, 2.8 kilograms, 449 euros, www.leovince.de

SR racing
The secret star among the retrofit systems is convincing across the board in the Bandit. Hardly louder than the original, excellent workmanship and on top of that with 117 hp the highest peak performance of the test field. Bayern know how to build good silencers.
Data: stainless steel, 3.9 kilograms, 444 euros, www.sr-racing.de

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