Review Suzuki Bandit 650 S

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Review Suzuki Bandit 650 S
Gargolov

motorcycles

Review Suzuki Bandit 650 S

Review Suzuki Bandit 650 S
No more airy

At Suzuki, you noticed that the competition only boils with water, and from now on you are using exactly this medium to protect the new Bandit from overheating. The air-oil-cooled engines are a thing of the past, as are the slim lines, unfortunately.

Stefan luck

04/24/2007

The story of the Suzuki Bandit is one of the most successful in recent motorcycle history. In two displacement variants, originally with 600 and 1200 cc, it drove and drives itself to the hearts of customers and to the upper end of the registration statistics to this day. The 600 series, available from the beginning of 1995, caused the tills of Suzuki dealers to ring and the alarm bells of the competition. A year later, the half-faired version 600 S was added, which sold no less well.
Today around 42,000 specimens, including many owned by driving schools, rob newcomers and those returning to the city through local motorcycle areas. This clientele was not particularly bothered by the limp spring elements, which quickly reached the end of their possibilities with brisk travel and / or pillion operation. In the first noteworthy revision for the 2000 season, the Bandit 600 received a stiffer frame, tighter suspension elements and new brakes.

The lifting was so successful that deeper surgical interventions were not necessary until 2005. Not even the finely ribbed four-cylinder, which has meanwhile become almost cultic because of its appearance, remained untouched. Thanks to the enlarged bore, the displacement increased to 656 cubic centimeters. But the air / oil-cooled engine had no chance of creating the Euro 3 standard, which is why a new, water-cooled engine was developed for the 2007 model, based on the stroke-bore ratio of the old 650s, with an electronic one Engine management, regulated catalytic converter and double throttle valve system have the typical goodies of modern times. The rest of the Bandit remained practically unchanged except for the larger frame beams.

With a measured 85 hp, the new four-cylinder not only pushes four horses more on the crankshaft than its predecessor, but also generates more power over the entire speed range. The maximum torque remained in principle unchanged, but the curve in the speed range from 3000 to 7000 tours and thus precisely in the range that is 95 percent used in everyday life, is fuller. As a result, there is less need to stir in the six-speed gearbox, especially in two-person operation.

The same works with short switching paths, but cannot always be operated silently. The coupling that goes with it is very smooth and easy to dose. Due to the clearly noticeable play in the drive train, curves always need to be rounded under tension, otherwise the existing load change reactions can easily ruin the line. Up to around 6000 revolutions, the newcomer shows a well-mannered running culture, above which it tingles on the handlebars and footrests.

If you approach a corner too briskly, the standard ABS helps to efficiently reduce unnecessary speed. Manual force and controllability of the brake system are in the upper middle field, the control range can be recognized more by the whimpering Bridgestone BT 011-Pneu, less by the pulsating hand lever. Incidentally, like the counterpart of the clutch, it is adjustable. Not a matter of course in this price range, and neither is the two-stage height-adjustable upholstery in the driver’s seat.

However, if you want to do this without having completed a degree in mechanical engineering or a few semesters of cryptology, you are well advised to bring your time, because overall you have to loosen various screws, rearrange a number of rubber blocks and then reassemble the puzzle. It’s good that this endeavor is not an issue every day. The furniture as such, due to the hard upholstery, makes the desire for an interruption grow louder and louder after no more than two hours of driving. The very tight knee angle of the pilot and possibly co does the rest.

Until then, the driver can enjoy both the playful handling due to the moderate tire widths and the drive, which is much more agile than its predecessor, which depends on the accelerator. Apart from the tough bench, the Bandit is good to endure. The half-shell relieves the wind pressure properly, and thanks to the bright light, the tour can also last into the night. 19 liters of fuel and a consumption of 5.3 liters of regular gasoline on country roads, screw the range to almost 360 kilometers.

The chassis has been tightened significantly, instead of a pseudo-comfortable slackness there is now useful information about the road condition. The telescopic fork, which can be adjusted in spring preload and rebound, is easy to live with; with the hard and less sensitive hindquarters, less would have been more.

Suzuki cleverly refrains from showing the displacement on the motorcycle, which is why only insiders can distinguish the 650s from the big Bandit using a different telescopic fork and different scaling on the tachometer. The packaging is the same, even the muffler has the same part number. The pseudo cooling fins on the cylinder head are also identical. The little one does not spoil the scales either. With a full tank of 250 kilograms, it weighs 20 more than its predecessor and only four less than the big one, which suggests that the sisters have a lot of identical parts. And dedicated controllers. With a price of 6990 euros, the street sweeper is pretty much in the middle of its direct rivals Honda CBF 600 or Kawasaki ER-6f, so you don’t need too much prophetic skills to predict the bandit’s successful forays into the future.

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