Generation comparison Suzuki 1200-1250 Bandit

Generation comparison Suzuki 1200-1250 Bandit

Generation comparison Suzuki 1200/1250 Bandit

Glorious bandits

Suzuki’s extremely successful large Bandit models are the prelude to a new series in MOTORRAD: In this series, model series that have been maintained over many years have to show their colors in a generation comparison. What has changed, what has gotten better, what was good in the past?

E.in a mild June evening in the valley of the upper Danube. White limestone cliffs rise vertically over the river. A pair of beavers leisurely gnaws at bushes. The two of them don’t let themselves be disturbed by the robber trio that is parked crackling on the bank. Certainly proof of how pleasantly quiet and calm the three Bandit engines are. You don’t have to prove your strength by being aggressive. And offer a lot for the money, a VW Golf on two wheels. Lying in the tall grass, we recapitulate the similarities and differences between the three series.

The original robber: GSF 1200 Bandit. 28 cooling fins, a purpose in life: stealing hearts. Mission accomplished. A matter of honor for a bandit. The 1200, which stacks a little high with 1157 cm³, did everything right from the start. That was in 1995. At that time it came to Germany from distant Japan only imported gray, for a whopping 17,999 marks. The heavy robbers were not officially allowed into the country until 1996, the bare version, model code GV75A, cost a moderate 14,490 marks at the time. Right from the start, the Bandit was more compact and lighter than the established big bike competition. Even though the 235 kilograms of the uncovered version can hardly be considered lightweight today; the disguised S version cost 700 marks more, was only three kilograms heavier.

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Generation comparison Suzuki 1200-1250 Bandit

Generation comparison Suzuki 1200/1250 Bandit
Glorious bandits


Bilski

In 1996 the GSF 1200 Bandit was at the dealer for the first time. It is still valued today as a popular used motorcycle.

Our copy from 1997 in dark red metallic, in which the entire steel frame is also painted, looks almost timeless. Which, however, has been rustled up in a rustic way, its thin paint is already worn through in several places. Otherwise, however, there is something good to look at: stainless steel exhaust system and fine aluminum swing arm with a central spring strut hinged by a lever system and aluminum chain guard. All of this has endured to the present day 1250 model.

When it comes to engine tuning, the youngtimer doesn’t exactly shine with perfection. Especially with a cold start, it is often difficult to start and then revs much too high. In the warm-up phase, you have to readjust the choke for a long time, the four-cylinder easily dies. After all, a whopping 3.5 liters of oil content want to get warm first. But then there is no stopping it, the veteran big block pushes so powerfully. The 58,000 kilometers of mileage are as little noticeable on the test machine as the aging basic construction. The air / oil-cooled engine has powered the super sporty GSX-R 1100 since 1986 and the heavy touring GSX 1100 F and G since 1988.

Sister hearts


Bilski

The Suzuki Bandit 1250 S knows what motorcyclists like.

The big bandits have always carried 98 hp in the glow. But there Suzuki was stacking low, in reality there were always at least ten more horses trotting. In view of the brawny power output, who wants to complain when the eleven-year-old engine picks up gas with a little delay? Or burned the most gasoline? The course of the road follows the meandering river. No other member of the bandit trio wags around the curves as loosely as the naked trendsetter. The lightest machine especially benefits from the reduced weight around the steering head. The overly soft spring elements suggest a high level of comfort.

But they quickly surrender when the asphalt is tough. Because of far too little rebound damping, the tail just pops out. This brings restlessness to the chassis, as does the wild rocking of the front section, which plunges into unfathomable depths when braking. With all movement in the framework, the original bandit can still follow the newer models effortlessly. Even in the fast slalom on the MOTORRAD-Top-Test-Parcous, the GSF doesn’t drop in times or pace. Respect. You just have to trust yourself, because the feedback suffers from the slack spring elements. After all, you can rely on the tire grip. After all, for the sake of better comparability for this generation comparison, all bandits roll on the most modern radial tires: Michelin Pilot Road2, rear in A-version with reinforced carcass. Because of the German Autobahn, full throttle stability and so on. While doing this exercise on the iconic naked bike from 160 km / h at the latest, you feel like the square sail of a Viking boat in a storm.


Bilski

The Suzuki Bandit 1200 S also makes drivers’ hearts beat faster.

The golden mean: Bandit 1200 S, built in 2005. It seems to be smiling, this 1200 S. Just like Gerry, its driver. The model, which was heavily revised in 2001, exudes great self-confidence. After all, the half-faired S version of the Bandit got double headlights with projection lenses and a significantly more expansive, better protective, but now also seven kilogram front fairing with a rear window, behind which it is quite turbulence-free. And that’s just one of 116 modifications. They include a more powerful alternator (550 instead of 320 watts), new instruments with digital displays and a larger tank with a capacity of 20 liters (previously 19 liters). The slimmer frame also influenced the steering geometry and seat height: wheelbase and caster slightly smaller, steering head a little steeper, seat height one centimeter lower.

Tokico six-piston brake calipers, a larger oil cooler and new carburetors rounded off the new model, code WVA9. The centerpiece, however, remained untouched: the engine and five-speed gearbox of both 1200 Bandit series are identical. While Suzuki completely dispensed with exhaust gas cleaning in the original Bandit, the 2001 model received at least one secondary air system. No, Suzuki was never a pioneer in environmental and safety technology. In 2004 the abbreviation GSF was dropped, and at the same time an unregulated catalytic converter was finally introduced. Our 2005 test copy in trendy blue and white Suzuki factory colors has it in it as well as all other small changes from 2001. In other words: improved ignition box (2002), different steering head bearings and hazard warning lights instead of light switches (2003).

Predator culture


Bilski

This gang of robbers like to be on the streets.

And how does the beautiful 1200 S drive? Surprisingly good. It is not only the neutrality and accuracy that is surprising, thanks to the Michelin Pilot Road2. On the standard Michelin Macadam 100 X, the 1200s really wanted to be beaten down, constantly looking for their own radii and lines depending on the nature of the asphalt. Now, with new tires, the rockiness is gone, the 247-kilogram robber drives flawlessly.

What remains is pure driving pleasure, up and down the slopes of the Danube Valley. The chassis of the 1200 S is as good as new after only 1500 kilometers in three years, no comparison to the older 1200 test machine. The brakes shine with the best pressure point, the controllability is fine. A real step backwards: That the pillion only has one grab handle behind him instead of two as with the predecessor. After all, the pillion seat is more comfortable, more padded. Which, however, also makes the passenger more important in terms of driving dynamics.

And the source of strength? Great! This engine still surpasses its predecessor. Apparently, the modified exhaust camshaft with new valve timing pays off. With a measured 110 hp, the four-cylinder delivers the most peak performance of the entire trio and accelerates best. The sports genes shine through! The spontaneous response is the best in this field, perhaps the reward of the ignition map modified compared to the original model. Only the violent vibrations remained at the latest from medium speeds. Just like the modest cold start behavior. It’s a shame, otherwise the 1200 S would even have won the engine chapter. So it at least manages to stand up to the 1250 successor in the draft and on the autobahn, remaining close on its heels at the bottom line. The heart has already taken this extremely balanced 1200 SE by storm.


Bilski

One-eyed bandit: The Suzuki Bandit 1250 S plays it safe with ABS.

All things new? Bandit 1250 S, built in 2007. The 2007 model adopted its design one-to-one from the 2006 intermediate model. Bandit stays bandit stays bandit! But now an incredible thing happened with the engine: water-cooled, with suggested cooling fins instead of real fins. Gone are the days of engine recycling, now there was a completely new development especially for the popular, successful model. The Euro 3 emissions standard required injection including a G-Kat and lambda probe. This required a new engine control and a new, larger silencer in the stovepipe format. This required the passenger footpegs to be moved slightly backwards, but retained the typical four-in-one configuration. The alternator migrated to the left crankshaft stub, at risk of falling.

In terms of inner values, bucket tappets instead of rocker arms for valve actuation were introduced, as was an extremely long-geared six-speed gearbox. It lowers the speed level even more nerve-friendly than with the 1200s, but prevents outstanding torque values ​​for which the 1250 engine would actually be good. With the 79th bore taken over, it has five millimeters more stroke and 98 cm³ more displacement. In line with the theory, this brings him a full increase in torque from deep down. It’s crazy how powerful the flail comes from the clutch. Which, as in all series, is hydraulically operated and moderately metered. Fortunately, you rarely need them for this bang, as well as the bony, hooked gearbox with its long shift travel.

High feelings


Bilski

Extensive tours are one of the sister gang’s favorite hobbies.

Purely from the performance curve, the 1250 outclasses the two "1150s". However, with their carburettors they take on the gas more gently and always stay tuned in practice. Except that you never really need to turn the new engine over 3500 rpm on the country road. This is probably one of the reasons why it sucks the least from the 20-liter steel tank and enables the greatest range. Due to the long stroke, the 1250 acts much more slowly and less easily at high speeds. And the chassis is much tighter. The spring elements, which have been revised compared to the 2006 model, offer more feedback and reserves, but also slightly less comfort. The chassis only reaches its limits when driving in a strange, extreme manner.

The practical knurled screw for adjusting the rebound damping of the shock absorber in four stages has been omitted, the 1250 requires a screwdriver. When turning, she demands energetic effort. The handling of the 254 kilogram heavy hummingbirds is not outstanding, the 1250 is not a wild curve robber. Once in an inclined position, you shouldn’t brake suddenly, because the water-cooled bandit positions itself powerfully. After all, it shines with a standard ABS, which regulates quite well. That clears the mind when the streets are flooded.

Which come suddenly because violent storms let the world end. We flee to the nice Café Eichamt in Sigmaringen to count the points. The bottom line is that the new one is clearly ahead thanks to ABS, but the medium-sized model stays close to the engine and chassis. And the original bandit doesn’t look bad either.

Conclusion generation comparison Suzuki Bandit 1200/1250

Suitable for touring, reliable, brawny motorized, perfect price-performance ratio ?? this applies to all three series of the big Bandit. The new one is the best, which is not a big surprise. More likely that the predecessor model does more than well in comparison. Anyone who can get hold of a good model from 2001 to 2005 and do without ABS can therefore strike without hesitation. Which shouldn’t be a problem in view of more than 30,000 copies of all 1200 models sold in Germany. But the first Bandit is also great to drive.

The sisters of the bandits


archive

The bandit history began in 1991 with the Suzuku GSF 400 Bandit.

Unmasked and with a third of the displacement of the big siblings ?? This is how Suzuki’s robber story began in 1991. Among connoisseurs, the lovingly made GSF 400 is still considered the finest of all bandits: Color-painted frame, white rims, double disc at the front with four-piston fixed calipers. Plus a stainless steel exhaust system and lots of chrome. The four-cylinder equipped with flat slide carburetors developed 59 hp at a diabolical 12,000 rpm. The petite, niche motorcycle weighing 190 kilograms cost 8,290 marks.

The GSF 600, presented in 1995, mutated into the darling of the masses. It was Suzuki’s precision landing and a direct hit in the 78 hp class that was launched in 1993. The 600 bandit carried the air / oil-cooled engine of the GSX 600. The tubular steel frame was also painted in the vehicle color, the look was unmistakable, between classic and modern. The 600 bandit initially came naked, 10,290 marks cheap, weighing 220 kilograms. In 1996 the disguised S version was released, which was 1,000 marks more expensive and three kilograms heavier.

Since then, all Bandit series have been available either uncovered or half-covered. The 1200s imported to Germany from 1996 were based on the design of the successful 600s. In 1997, Suzuki introduced its first ABS version in the S version, unsuccessfully at the time. An extensive revision was made for the 2001 season. In 2006 the 1200s mutated into a hybrid: At a price of 8,280 euros (S version) it still had the old fine rib engine, but it already had the design of the water-cooled model with 1250 cm³ that was released in 2007.

Similarities between the three bandits

Footrest support and tubular handlebar mounted in rubber to reduce vibration;

Counterweights under the notches; Side stand the same everywhere; Main stand series, usable luggage hooks;

Aluminum swingarm with chic, but not very suitable aluminum chain guard;
Tire dimensions 120/70 ZR 17 and 180/55 ZR 17;
98 hp rated power;

Stainless steel exhaust systems, manifolds with interference pipes; lacquered steel frame with screwed beam and welded stern;
Central spring strut articulated via a lever system with adjustable spring base and rebound damping; conventional fork with adjustable spring base

MOTORCYCLE measurements

What a buffalo-back curve of torque the 1250s pulls off! The water-cooled four-cylinder easily surpasses the not exactly narrow-chested air / oil-cooled 1200 engines between 1500 and 7500 tours by ten to 25 (!) Newton meters. Only at higher speeds, which are practically never needed on country roads, do the Feinripp motors deliver better revving and minimal extra power. This with slight advantages for the more powerful model built from 2001 to 2005.

Scoring

engine
almost playful: As powerful as the 1250 injection engine starts, its very long gear ratio prevents even better torque values. So the 2005 series is always close on his heels. Yes, the slightly lighter 1200 accelerates even better. In everyday use, however, the miserable cold start and warm-up behavior of the two carburetor models bothers.

landing gear
Here, too, there are no major differences: the still simple chassis of the 1250s is not that much better than that of its direct predecessor. Okay, a little more stable and tighter. But in terms of steering precision and suspension comfort, the old S is ahead. The suspension of the 1997 model looks quite rocky, but without a fairing it is also particularly handy.

everyday life
Progress is measurable! For example in the form of better light and a higher payload and range. Or a height-adjustable driver’s seat. The 1200 S is just as powerful for everyday use. Only it has a large storage compartment under the bench. The first 1200 also has a real helmet lock like her, which is particularly comfortable to sit on at the front, albeit in the wind.

security
A clear case: ABS was already available in 1997 in the 1200 SX, and again from 2006 in the 1200. But it wasn’t until the 1250s that it made its breakthrough. OK then! The controllability of the front brake became worse.

costs
The lower consumption of the 1250s is good for the environment and your wallet. Ultimately, it gives her a slight head start in this chapter.

Technical data Suzuki GSF 1200 Bandit 1996-2000

engine
Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, rocker arms, wet sump lubrication, constant pressure carburetor, Ø 36 mm, no exhaust gas cleaning, 320 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc Oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 79.0 x 59.0 mm
Cubic capacity 1157 cm³
Compression ratio 9.5: 1
Rated output 72.0 kW (98 PS) at 8500 rpm
Max. Torque 91 Nm at 4500 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Michelin Pilot Road 2, rear ?? A ??

Dimensions + weights
Wheelbase 1435 mm, steering head angle 64.0 degrees, caster 109 mm, spring travel f / h 130/136 mm, seat height * 830 mm, weight with a full tank * 235 kg (with casing 238 kg), payload * 215 kg (with casing 212 kg) , Tank capacity / reserve 19.0 / 3.0 liters.

Warranty two: years
Service intervals: every 6000 km
Price 1997: 7408 euros
Additional costs: 138 euros

Technical data Suzuki Bandit 1250 S since 2007

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter with secondary air system, 400 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.

Bore x stroke 79.0 x 64.0 mm
Cubic capacity 1255 cm³
Compression ratio 10.5: 1
Rated output 72.0 kW (98 PS) at 7500 rpm
Max. Torque 108 Nm at 3700 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Michelin Pilot Road 2, rear ?? A ??

Dimensions + weights
Wheelbase 1485 mm, steering head angle 64.7 degrees, caster 104 mm, spring travel f / h 130/136 mm, seat height * 810 mm, weight with a full tank * 254 kg (without cover: 251 kg), payload * 221 kg (without cover 224 kg ), Tank capacity 19.0 liters.

Guarantee: two years
Service intervals: every 6000 km
Colors: blue, red, silver, black
Price: 8790 euros
Additional costs: 170 euros

Technical data Suzuki 1200 S Bandit 2001-2005

engine
Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, rocker arms, wet sump lubrication, constant pressure carburetor, Ø 36 mm, secondary air system (U-Kat from 2004), 550 W alternator, 12 V / 10 battery Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 79.0 x 59.0 mm
Cubic capacity 1157 cm³
Compression ratio 9.5: 1
Rated output 72.0 kW (98 PS) at 8500 rpm
Max. Torque 92 Nm at 6500 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, six-piston fixed calipers, disc brake at the rear, Ø 240 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Michelin Pilot Road 2, rear ?? A ??

Dimensions + weights
Wheelbase 1430 mm, steering head angle 64.4 degrees, caster 104 mm, spring travel f / r 130/136 mm, seat height * 820 mm, weight with a full tank * 247 kg (without casing 240 kg), payload * 208 kg (without casing 215 kg) , Tank capacity / reserve 20.0 / 3.0 liters.

Guarantee: two years
Service intervals: every 6000 km
Price 2005: 8230 euros
Additional costs: 140 euros

Price comparison of the Suzuki Bandit 1200 and Bandit 1250 generations

Used Suzuki Bandit 1200 and Bandit 1250 in Germany

The models of the Suzuki Bandit 1200 and Suzuki Bandit 1250 are available on the used motorcycle exchange in a direct price comparison. The different generations are represented differently, but maybe that’s just the right thing. It is definitely worth a look: Used Suzuki Bandit 1200 and Bandit 1250 in Germany

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