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The year 2000 will have been a major year for the Bandit vintage: arrival of the 600
in February in concessions, presentation of the new 1200 in June in the Isle of Man,
press test between June and July and a Bandit 1200 soon available: presence in
concessions guaranteed in the first week of August. The Bandit 1200 therefore lands with a bang
and made the front page of the motorcycle press. It only remained to try it on the road to judge
performance on paper and see the effect of the 116
changes made to the new model … on the road…
We can’t say that spring will have
lenient summer and beautiful weekends were rather rare. But by dint of waiting
for a test in good conditions, the moment comes when even the driving rain does not
may extend the deadline. So I take the new Bandit 1200 in hand by a
wonderful rainy Friday 🙁 direction: Brittany…
It took me a while to get used to the Bandit’s new line, preferring its
eldest and then over the months, I got used to it – especially considering the version
faired – to finally forget antiquity and admire the raptor fairing…
ready to pounce on any prey.
Compared to the 600, the 1200 is more massive, more
imposing too, while being distinguished by its black ramage for the engine. The table of
edge follows the line of its younger sister with shell-shaped dials,
incorporating watch, totalizer and double trip on one side (left) and a gauge
digital essence on the other side (on the right therefore). 
Finally, an intelligent fuel gauge: six sticks measure the
consumption in increments of 50-60 km depending on driving. Arrival at last
stick, the fuel pump (digital drawing) flashes … there are then around 50
kilometers before the reserve. And yes, I did say before the reserve … activated at the
hand by a dial located on the left side, easily accessible and activatable
even at high speed on the highway. The reserve being 4.5 liters, there is then
another sixty kilometers of autonomy! This suggests a radius of action
widely extended compared to the old model … at the end of the test, this autonomy
will be confirmed: less than 6l / 100 in short driving (120km / h in 5th gear) and up to 9l / 100
in driving … let’s say more muscular. The autonomy can therefore easily exceed the
350 km !
Going from the 600 to the 1200, the weight gain is
clearly felt and it is with precaution that I engage the first, then the
second, playing subtly with the clutch. It’s no longer a raptor, it’s a bull
which rushes out onto the road. The 1200 becomes a monster and the power only asks
to express oneself … The first thing that strikes you is the couple, dantesque, in relation to the
600. She sets off again smoothly and quietly from the lowest laps. A few kilometers
will be necessary to take it in hand and get used to the heavier weight and
new driving position: the saddle is wider than on the 600 and even if the
height has been lowered between the two 1200 models, the feet are no longer flat
on land as on the 600, but they touch and that’s the main thing. Shock absorber
also crashes less and it’s not just a question of adjustment: it no longer pumps
at the slightest deformation of the roadway. I take my sandbag to ballast the back
and if I feel the greater weight, the 1200 retains its handling and especially its
times, at any speed, at any speed … I’m exaggerating a little
but it sets off again without problem in 5th at 2000 laps and the 600 never does.
would be able. 
Fire start
red, revving in first gear, the odometer is close to 90 km / h and the tachometer
is still far from the red zone, passage in second despite the high speed … in
candy. The box forgives everything and lets itself be completely forgotten. Goodbye clong and other
false dead spots. Here they no longer exist.
Arrived on the national, I play with the selector and the Bandit offers two types of
driving: lopette, staying below 5000 rpm – which still ensures a
quiet 140 km / h in fifth – or going down one or two gears on national
to increase the speed beyond eight thousand revolutions and there is plenty of
make some emotions quite quickly … especially on rainy roads where this
omnipresent couple does not forgive the violent handling of the accelerator. The motorbike
always remains healthy … it is rather the pilot who does not necessarily follow in
depending on whether or not they have mastered the science of piloting.
To the nationals around Paris, for
take the beast in hand, follows the motorway, direction Chartres. Engage in the flow
traffic is easy and the pick-ups on all floors allow more
easily than usual – and especially without ever needing to downshift –
to overtake, change lane, fall back, in complete safety. On the other hand, the wind helping,
the Bandit 1200 quickly becomes a bodybuilding machine from 150 km / h. And at
from 180 km / h, the cervicals make a violent and sustained effort so that the helmet does not
do not go from right to left while my bomber jacket turns into a veil
flapping in the wind. There, it is necessary to pass to the dab position behind the weak
protection of the meters to hope to gain a little breathing space and a little speed, at the
detriment of comfort and safety. Really, in a natural, relaxed position,
without any particular effort, 130-140 km / h is the ideal cruising speed.
Beyond that, you have to think about the streamlined version. That said, apart from a sustained speed
allowed higher, the Bandit 1200S means a greater weight distribution
forward and a less playful character than the N version. With the Bandit 2000, the S does not
no longer simply means a mosquito net, but a different mindset and use
in relation to the character of its owner. It is very clear with the Bandit 600. The
Bandit 1200 is no exception. This is the reason why I find with pleasure the
at the exit of Chartres to continue on the departmental at speed
sustained to see one after the other turn after turn and appreciate the handling in
fast curves. This is where I appreciate the new 6 piston calipers and the new
cycle part, more than the old one which tended to break up in conditions
extremes. Braking is more efficient, and the feeling of permanent security
reinforced. Even on a degraded road, the bandit remains healthy and seems guided on a rail
under any conditions … for my pleasure and that of my passenger. And we
addresses comfort.
The new saddle allows you to forget about the road. The 400 km journey is completed
in record time, without requiring a stop every 3/4 of an hour because the
posterior becomes painful. I felt less the need to stretch my muscles. At the level
passenger, the handles shifted from their lateral position to a rear position
centered, require you to stand differently on the motorcycle. 
It
it is no longer possible to have both arms back and the position is then made
deformed – one arm on the handle, the other holding the driver – is stuck to the
driver and then the handle is no longer useful. The feet are positioned higher
than on the 600. The knees therefore rise higher and the final position is closer
more of the position adopted on a sports car than on a trail or other roadsters.
In short, everything then depends on the taste and habits of the passenger: we love it or we
hated.
Back in Paris, I
take possession of my 600 and I feel like I’m getting on a bike. This
could be an expression, it is far from being the case. Has the stability of the 1200 made
place the agility of the 600. The serious and reassuring noise of the 1200 gives way to the sound
sharpness of an engine going up in the towers. In return for this thousand kilometers
in 1200, I feel like I took a flying lesson in the space of a weekend in
controls of the B12. The turns are suddenly taken faster in 600, more easily and
I no longer need to control this torque which easily propels off the road
if it is not controlled. It was already obvious before the test but the Bandit 1200 is
reserved for experienced bikers and can only be formally discouraged from
a novice (just see the intentions of some on FRM). She will fill the old
owner of 600 for whom it represents a logical evolution. He will gain
comfort, fun, the enjoyment of a big cube and increased active safety. And by
compared to the old model 1200, and even with regard to the significant price increase,
the game is really worth the effort. Let us not forget that we have a 1200 of
quality for the price of a 600 from another manufacturer. I look for the faults,
poor banditmaniac that I am and I can’t find one … for myself. On the other hand, it is
true that she lost her gnac and her brutal character that made her a roadster
bad. The bandit bought herself a pipe and that suits me perfectly, because
that day by day, this famous gnac is more a pledge of bad surprise than a pledge of happiness.
I would go so far as to say that the Bandit 1200S would even go so far as to hunt in the footsteps of
VFR: the Bandit becomes GT. In short, I like it as it is. Announcement of assured success…
Consumption during the test: min: 6L / 100km – max: 9L / 100km
Competitors: Honda CB 1300, Yamaha XJR 1300
Comparative technical sheet | The official presentation of the new Bandit
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