New – Suzuki 2005: reasonable roadster and furious hypersport – Used SUZUKI

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Suzuki 2005: reasonable roadster and furious hypersport

New - Suzuki 2005: reasonable roadster and furious hypersport - Used SUZUKI

In the Suzuki department, the Bandit’s redesign was particularly eagerly awaited, as was the response of the GSX-R to increasingly pressing hypersports competitors….

In the Suzuki department, the Bandit’s redesign was particularly eagerly awaited, as was the GSXR’s response to increasingly pressing hypersports competitors..

Bandit 650

The category of mid-displacement roadsters had completely changed over the past two years, with the exception of the stainless Bandit 600. Even if the model still sells well, Suzuki’s reaction was particularly expected: Evolution? Revolution? New synergy with Kawasaki? It is in reality the "No nonsense" attitude of the firm of Hamamatsu which prevailed: to keep what works well, to modernize the points which have aged the most without slipping the selling price, major argument of this model.

The engine is therefore bored by 3 mm to reach 650 cc and gain punch at mid-speed, the main weakness of the current Bandit 600. Suzuki is not announcing the new maximum power, but the evolution should be measured: the Bandit remains a "reasonable" roadster and will not seek the edgy like the Yamaha Fazer FZ6 or the Kawasaki Z 750. Side look, the version nude adopts a small painted cowling around the headlight and gives it a little tuning air.

The streamlined version receives a more classic fork crown. The old had never been unanimous, but the new is also more banal. Hopefully it will protect as well. There is also a redesigned aerodynamic front fender, a digital dashboard and redesigned side covers with retractable tie-down hooks..

Probably inspired by the Honda CBF 600, the Bandit adopts a height-adjustable saddle and adjustable handlebars. Finally, the caster angle goes from 25 to 26 ° and the fork is adjustable in preload. An ABS option (like on a certain CBF 600!) Is planned in the near future. It remains to be seen if these arguments will be sufficient to seduce bikers in this particularly contested category….

GSX-R 1000

Faced with the success of the Yamaha R1 in endurance racing and the Honda CBR 1000 in Superbike, which are beginning to seriously undermine the reputation of the queen of super sports cars, Suzuki had to react to maintain the supremacy of its iconic model..

As usual, the manufacturer did not give in to the sirens of fashion and focused on pure efficiency. No pots under the saddle or petal discs, but optimized aerodynamics, a lower center of gravity and an even more powerful engine. The latter is now advertised for 175 horsepower, thanks to enlarged injection ducts and a new titanium exhaust line that many may find unsightly. But for Suzuki, it is the form best suited to lower the weight and refocus the masses.

The more Hayabusa-than-ever front fairing, slimmer rear shell and integrated turn signals should also contribute to better aerodynamics. We feel that the aesthetic has taken a back seat, but the result gives off that impression of raw energy so characteristic of the GSXR family..

Side cycle, with a reduced wheelbase and increased hunting, the bike should be even more lively, while the front discs go from 300 to 310 mm. While some sorrowful people predict the end of sportswomen every year, the arms race does not seem to end. !

DR-Z 400 SM

The supermotard is in fashion, but we are still waiting for a machine that is financially affordable, usable on a daily basis and efficient enough to deserve this name. Suzuki may have found the right formula with this DR-Z 400 SM, even if we find at the base a semi-failure, the trail DR-Z 400.

An excellent leisure enduro machine that has never really been successful, because not radical enough for die-hard enduro riders but too demanding for mixed use on a daily basis. But this wobbly positioning for an off-road motorcycle can become an advantage for a supermotard..

Really light with its 134 kg, equipped with a powerful and reliable engine (revision every 6 000 km) while remaining civilized for daily use, equipped with an inverted fork, large brakes (front disc of 310 mm) and adjustable suspensions, it has a real racing look. It remains to be seen at what price it will be offered…

Benoît LACOSTE

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