The Not One-armed Bandit !
The mid-capacity roadsters being more than ever the bestsellers on the market, Suzuki is playing very big by unveiling its new GSF 650 Bandit … For a few cm3 more, will the new Bandit win the bet? Test.
Flashback: in 1994, while the European market was changing rapidly between trails and road, Suzuki found the magic formula with the GSF600 Bandit.
A simple and inexpensive motorcycle, with a good face and very good performance, which at the time had no trouble eclipsing a bland Yamaha Diversion, a basic Honda CB 500 or an aging Kawasaki Zephyr. Better, supported by a version 1200 cc "bestial" way, it passes for a nasty roadster with a very strong character..
And the success is confirmed over the years, to such an extent that the Bandit metamorphosed into a real phenomenon that only underwent one major evolution in 2000.
Now that mid-capacity roadsters are more of the bestsellers on the market than ever, Suzuki is playing very big by unveiling this new GSF650. Because apart from the increase in displacement, the bike does not seem to have changed much, which seems almost timid in the face of a damn sharp competition that has been divided into two distinct trends: the versatile on one side with for example the Honda CBF600 (), and the other sports cars with the Yamaha FZ6 Fazer (), Honda CB600F Hornet or Kawasaki Z750 ().
An old acquaintance
No risk of change of scenery when discovering this new Bandit: the lines have tightened up in line with current trends, but the general appearance is the same as ten years ago. The sharper rear is quite successful but the black plastic side carburetor covers are not very classy while the old ones, in chrome, were much sexier..
The engine is now painted black like the 1200, which is no use but can not hurt. On this streamlined version, the screen completely changes its look: the old low and wide screen with a double lenticular lens, downright original, was not unanimous. Suzuki has therefore returned to a more consensual but necessarily more banal design, with a projector reminiscent of that of previous GSXRs. Finally, the new blue color brings a touch of originality.
As we get on the handlebars, we are pleased to discover that Suzuki did not settle for a simple spring dressing. The new saddle looks like it’s made up of two parts, but that’s just an aesthetic artifice. However, it is wider and more comfortable. Above all, like the Honda CBF600, its height is adjustable in two positions (77 or 79 cm) by reversing the supports under the saddle. Storage space is preserved and a standard U will easily find its place under the saddle. Likewise, the position of the handlebars can be adjusted over a 10 mm stroke by means of an eccentric system. With a tank shortened by 3 cm, the grip is easy with a more upright position that is closer to that of a trail, as on the Yamaha FZ6. Too bad the knees are too wide apart because of the new shape of the tank.
We also discover a dashboard that takes exactly the style of the old Bandit, except that a rectangular digital display has taken the place of the speedometer. A little surprising at first, but you quickly appreciate its features: speed, double trips, fuel gauge and time.
A typical finding of this new Bandit, which in an ultra classic appearance has not forgotten to modernize. However, it will be necessary to be satisfied with the antique Neiman, common to all Suzuki for 20 years, where we would have liked to find a coded immobilizer … It is necessary to save some money to keep the sale price !
And for a few more cm3
Starter on the handlebars, the engine starts in a discrete growl and practically without vibrating despite the polar temperatures which reign these days on France. From the first kilometers, we find the ease of the Bandit: progressive clutch, smooth gearbox and an engine that progresses smoothly or vibrations at the lowest speeds. Faced with so much docility, it’s hard to imagine that ten years ago she passed for a "nasty" roadster! Immediately, we feel that something has changed: while it was necessary to push the rather sharp engine of the 600 beyond 7000 rpm to obtain decent acceleration, which could give an illusion of sportiness, the new version 650 resumes vigorously from 3000 or 4000 rpm, then the power gradually arrives to the red zone.
This final evolution of the venerable air-oil-cooled block from the first GSXR 750 really brings extra flair at mid-range. Suzuki increased the bore by 2.9mm to bring the displacement to 656cc, a surprising change because theoretically, increasing the stroke helps boost low-end torque. In fact, the valve lift is lower and the timing diagram is changed to favor filling at low speed. Maximum torque is obtained 2,000 rpm lower and now reaches the value of 6 mkg at 7,500 rpm, an increase of 0.5 mkg. Fueling is fatally less favorable at high revs, and Suzuki was content to maintain the power of 78 horsepower at 10,200 rpm. The pistons are lightened, which still favors the revs. Finally, the engine incorporates certain new technologies developed on the GSXR: anti-friction coating of the segments and cylinders without jacket with ceramic treatment. Hopefully this will not diminish the reliability and exceptional longevity of this engine, as the old 600 easily went through 100,000 km without overhaul..
In use, the engine responds as soon as you turn the throttle, which is very pleasant in town and when driving on the road. Be careful, this is a 4 cylinder medium displacement, not a twin or a mono! So don’t expect too much character at low speeds. Without having the trunk of a Kawasaki Z750 or the extension of a Fazer 600, the Bandit 650 offers a good compromise between docility and efficiency. Always available, the engine provides continuous thrust whatever the speed and it is no longer necessary to systematically downshift. However, the gearbox and clutch are still flawless. What purists may find a bit bland, but effective and particularly reassuring on slippery February roads !
The sound of the engine is discreet but pleasant. In this area, it is classic: feed by carburettors and oxidation catalyst in the exhaust to pass Euro 2 standards. On the other hand, Suzuki has removed the two engine mounts which were at the bottom of the frame to limit vibrations. The result is remarkable: whatever the speed, no vibration is felt. A particularly appreciable finding on long journeys, which contrasts very clearly with a Honda CBF 600! All in all, Suzuki did a good job on the engine and more than just a marketing stunt, the additional 50 cm3 really add soul to the bike..
Increased approval and efficiency
On the road, the new Bandit 650 is reassuring. Its cycle part favors stability rather than agility, which is a consistent orientation for a versatile bike. This Bandit 650S also confirms its status as a mini-GT, with completely correct comfort and protection which makes it easy to envisage long journeys on the handlebars without excessive fatigue, even as a duo. The rear suspension preserves the rear of the occupants, although it is regrettable that the shock absorber preload adjustment is still so inaccessible, impractical if you often alternate solo and duo. On the other hand, the rear footrests are located much too high, which imposes an uncomfortable position for passengers over 1m70. But nothing is perfect in this low world, because the Honda CBF 600S has exactly the opposite qualities: well-designed passenger position but wooden suspension … which proves that despite the remarkable qualities of entry-level motorcycles today ‘hui, there are still good reasons to buy real road cars like the BMW, Honda PanEuropean or Yamaha 1300 FJR !
But the Bandit 650S has real qualities of traveler and will be able to maintain good averages on the highway without fatigue, the engine ensuring vigorous revivals well beyond the legal speeds, even in duet. The 20-liter tank also allows for worry-free stages of 250 km. The new headlight is efficient and the mirrors provide a good field of vision without vibrations. No doubt, she’s built to go far !
For more dynamic driving, we appreciate the new fork that is less soft than before, a recurring flaw in entry-level Suzuki. Not only does it adopt new springs and hydraulics, but it also receives an 8-position preload adjustment – hard to assess on slippery roads! What is certain is that the bike dives less under braking and that it is much easier to place it in a corner….
Speaking of braking, again a seemingly imperceptible development is sensitive to driving: the calipers are still the same, but the Bandit adopts the discs and pads of the SV650. The brakes are still not power monsters – Suzuki tradition – but they don’t have that soft, unpleasant feeling anymore. With the right amount of bite and progressiveness, they allow you to brake with confidence, which does not prevent a possible small bowl in the rain by wanting to avoid a car that suddenly dislocates … Like what the Dottore was right : it all depends on the pilot! And warmly the ABS version which should appear during the year.
With a more efficient front end when entering a turn and an engine more available when exiting, the Bandit has gained a lot in efficiency and allows you to drive faster. Done well, it might surprise more than one, even if it lacks the efficiency and top speed of a Yamaha Fazer..
On the practical side, we particularly appreciate the presence of the central stand: a real miracle at this price level! There are anchors for a luggage rack but they are not as practical as on the Honda CBF600. The frame is still a good old double cradle, which makes it possible to attach very appreciable protective castors in the event of a fall to protect the engine.
And for some 1000 euros less
The strength of the Bandit has always been its price / performance ratio. Known for its "no non-sense" approach (making the product evolve by integrating only known and mastered techniques rather than offering exotic technologies or daring concepts), Suzuki has been able to correct the known defects of the Bandit 600 by slight changes, using only simple and inexpensive solutions. An approach which may seem obvious, but which is nevertheless not so common in the world of motorcycles !
And we must admit that the result is astonishing … to disgust the most daring of manufacturers to develop new technologies: the engine has been transformed and the cycle part has made good progress. Practical and comfortable, it is always a pleasant motorcycle for everyday use as well as when traveling or traveling. Displayed at 6,349 euros (6,099 euros in naked version), it costs more than 1,000 euros less than these direct competitors. A sum that can make you think…
| Technical sheet (manufacturer data) | |
| Engine | |
| Type | 4 cylinders in line, 4 stroke, mixed air / oil cooling |
| Distribution | Double overhead camshaft, 4 valves per cylinder |
| Food | Keihin CVR32 Carburetors |
| Displacement | 656 cc |
| Bore x stroke | 65.5 x 48.7 mm |
| Volumetric ratio | 10.5: 1 |
| Lubrication | Wet sump |
| Ignition | Electronics (transistorized) |
| Starter | Electric |
| Max power | 57 kW (77.5 hp) at 10,200 rpm (available in 34 hp) |
| Max torque | 6 mkg at 7,500 rpm |
| Max speed | 12,000 rpm |
| Transmission | |
| Gearbox | 6 reports |
| Primary | 1.744 |
| Secondary | Per chain, ratio 3.133 |
| Clutch | Multi-disc in oil bath |
| Ordered | By cable |
| Cycle part | |
| Frame | Double tubular steel cradle |
| Socket angle | 26 ° |
| Length | 2 110 mm |
| Saddle height | 770 to 790 mm (adjustable) |
| Ground clearance | 135 mm |
| Wheelbase | 1440 mm |
| Front suspension | Telescopic fork 41 mm adjustable in preload (130 mm travel) |
| Suspension AR | Mono shock absorber adjustable in preload and rebound (travel 126 mm) |
| Front brake | Dual 290 mm disc, 2 piston calipers |
| Rear brake | Single 240 mm disc, 2 piston caliper |
| Front tire | 120 / 70ZR-17M / C |
| Rear tire | 160 / 60ZR-17M / C |
| Oil tank | 4.6L |
| Fuel tank | 20 l (including 4.5 l reserve) |
| Dry weight | 204 kg |
| Commercial information | |
| Colors | Silver Blue Black Red |
| Price | 6,349 euros including all taxes, turnkey |
| Guarantee | 2 years, unlimited mileage |
| Available in 34 horsepower version |
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