Roadster – 2015 Suzuki Bandit 1250 SA test: still here! – An old pot, a good soup!

Posted on by admin

Suzuki Bandit 1250 SA 2015 test: still there !

Roadster - 2015 Suzuki Bandit 1250 SA test: still here! - An old pot, a good soup!

Unchanged since 2007, the Bandit 1250S ABS receives in 2015 an improved semi-fairing … and that‘s it! A bit of additional protection and an unbeatable price (8999 €) will they be enough to relaunch the discreet career of the Suzuki roadster-roadster? ? Test.

An old pot, a good soup !

Launched in 1996 in the wake of the "Naked" version (the roadster, what!), The Bandit 1200 S has traded its 4-cylinder air-oil for one. By the way, this roadster dressed in a semi-fairing adopts a sixth report, standard ABS, a double balance wheel and a double butterfly injection.

Eight years later (!), Suzuki finally grants it new evolutions, mainly articulated around its front part (read our). Inspired by those of the Bandit 650S, the lines of its fork crown are more dynamic … if not very original. Its "sporty" aspect is enhanced by the integration of dummy air intakes under the large headlight.

The fairing sides go down significantly lower and the windshield is redesigned. The objective is obvious: to improve the protection of this iconic motorcycle for Suzuki, equipped as standard with a variable height saddle (from 785 to 805 mm, but with a screwdriver), a central stand, a handle support, four tie-down hooks, a fuel gauge and adjustable levers. Not to mention hyper efficient folding mirrors but exposed to shocks.

The rest is strictly identical to the 2010 vintage (reread our). Observed from the rear, quite massive, it is impossible to distinguish a 2015 model from the previous one !

Technically unchanged, the "new" Bandit 1250SA identically renews its 4-cylinder double ACT, which logically develops the same values ​​of power and torque: a sufficient 98 hp at 7500 rpm and a very respectable 111 Nm from 3700 rpm.

A distant descendant of the famous GSX-R1100 SACS, this engine with imposing casings is an "old-fashioned" mill, as evidenced by its reasonable compression ratio of 10.5 to 1 and its fairly high stroke of 64 mm (79 d ‘bore). Hence its exquisite flexibility and generous torque … but also its marked inertia, far from the meteoric revving of the most recent 4-cylinders like that of the

Static: some gaps but a satisfactory presentation

Despite a general line that accuses the weight of years, the Bandit 1250SA presents well and pulls itself with honor from a thorough visual examination. Some components are a little outdated – like the wraparound boomerang-shaped front fender, the triangular headlight, the square swingarm or the old-fashioned stems – but the whole remains relatively harmonious and correctly assembled..

Over the years, the finish of the Bandit has improved thanks to small welcome touches such as the addition of metal covers on the injection bodies to hide the electrical connections. The level reached today is satisfactory, even if a few cables and sheaths still run without discretion – especially near the steering column – and the barrel where the key is inserted (not coded) is really low-end (thumbnail below) below).

Unlike some European motorcycles, no one will get up at night to admire its welds and screws, or drool over its high-end peripherals. Here, the Tokico 4-piston front brake calipers are axially mounted, the 43mm fork is not inverted (but it adjusts for preload and rebound, like the mono-shock), the plates are basic and the tubular double cradle frame smells good the 90s.

More generally, the short screen – and especially not adjustable – disappoints on this type of road motorcycles, as does the absence of a 12V socket, a rear wheel washer, a gear indicator engaged. but also storage compartment (s). A choice difficult to excuse because there is no lack of space to integrate at least one storage space in the fairings returns. Moreover, even the "small" Bandit 650S is provided !

Yes, but all its – small – complaints, the Suzuki intends to erase them by knocking down one of its trump cards: its extremely advantageous price! Priced at € 8,999, the 2015 Bandit 1250SA is currently on par with some mid-capacity roadsters like the. Difficult in these conditions to be choosy !

Dynamic: quiet strength

Enhanced by an optional Yoshimura silencer (771.31 euros), the sound of the 4-cylinder is pleasantly rocky and deep. The "Yosh" also lets out a few muffled backfires when the throttle is cut off, discreet enough not to become intrusive but pronounced enough to "slam" the sporting downshifts !

Full as an egg and well served by an irreproachable selection, this engine immediately recalls our fond memories: it is a true model of pleasure, able to resume in sixth at 50 km / h without a hiccup, then to lengthen the stride in a continuous thrust until reaching 90 km / h at the 3000 rpm mark.

An additional rotation of the accelerator makes it possible to overtake without downshifting, in solo as in loaded duo. Quivers are felt in the hands and under the buttocks at 4000 rpm, but fade as the tachometer needle rises without ever weakening towards the red zone which begins at 9500 rpm. A real giant elastic, controlled by a well calibrated injection – except at very low revs.

Be careful, however, not to be fooled by this "quiet strength" side, a feeling reinforced by the absence of large power peaks at high speeds as on "modern" 4-legged. Because in reality, this good old block still sends the mash badly, with tasty pieces in it! And this despite rather long upper ratios, as demonstrated by the flattering 245 km / h in 4th reading on the digital meter, also very readable.

This long staging serves the cause of consumption, with a very reasonable 5.8 l / 100 km measured by MNC in casting. In arsouille mode on the other hand, the big 4-legged easily swallowed its 7 liters per 100 during our test, betraying its old design.

In the absence of traction control, the accelerations must be measured on slippery roads. Otherwise, the traction of the moderately convincing Dunlop Sportmax D218 in 180 mm is quickly undermined by the big bumps of torque available very early … In order to improve traction and feedback, a more modern pneumatic choice is strongly recommended, including at the front.

More efficient tires would certainly improve the precision of the front axle, which is quite clumsy and falls below 40 km / h. Coupled with the high weight (254 kg fully loaded), this characteristic serves the Bandit 1250 SA in hairpin bends and angle changes. Fortunately, this feeling of heaviness fades quickly – but never completely – thanks to the good general balance of the bike..

The curve stability is also impeccable, even at high speed, subject however to avoiding unexpected changes of course and brutal maneuvers. The front axle locks in fact noticeably during a (re) grip of the right lever on the angle, while the rear shock absorber sometimes lets out poorly controlled full-angle movements..

Additionally, the inertia of the bike and engine tends to push the whole thing outward, reminding the driver that the Bandit 1250SA isn’t exactly a ballerina – let alone a road rally beast! Same observation in terms of braking, whose power needs to be summoned with full hand at the front for lack of bite.

The rear brake, dosable and powerful, makes it easy to catch up with a wide trajectory. Despite its obsolescence, the ABS – neither adjustable nor disconnectable – correctly fulfills its functions in the dry. On a wet or very bumpy asphalt, on the other hand, it lacks responsiveness and comes into action jerky, then distilling feedback from the lever..

In short, the Bandit 1250 SA prefers a sunk ride to a frenzied ride, which is not really a surprise. Fans of truly "sport-touring" motorcycles will turn to its recent cousin: the GSX-S1000F and its 2005 "Gex" heart (reread our).

Finally, in terms of comfort, the Bandit 1250SA advances some pleasing arguments … but also some annoying shortcomings. Its ergonomics first betray its roadster genes: the non-adjustable footrests could be a little lower and forward while the handlebars would benefit from being closer to the bust.

Hiding a small-sized trunk (a disc lock is housed there, but not a U), the promising soft saddle is also not so comfortable in the long run: "we are happy to stop refueling when the reserve turns on around 230/240 km", approves the Suzuki France workshop manager with a smile when MNC is surprised by giving him back this test bike..

This perfectible seating comfort is added to the relatively firm calibration of the damping, effective in most cases but not very progressive on small irregularities. Despite good cohesion between the front and the rear, the suspensions sometimes have trouble absorbing all the constraints with fluidity.

But it is especially in terms of protection that the Bandit 1250 SA loses big points: a shame, since this specific aspect concentrates most of its remodeling! In addition to the fact that it is not adjustable, its windshield is far too short to effectively preserve: the neck and head are fully exposed, as are the shoulders.

We console ourselves with the additional deflection offered by the new sides of the fairings, which partly preserve the knees and the top of the shins. But only partially: clearly, this is not enough to calmly contemplate long stages when the weather is bad..

Verdict: Good deal or … good to redo ?

Is a “tidal wave” tariff enough to close our eyes to gaps in protection and equipment? This is the question raised by the test of this Bandit 1250 SA 2015 … Because on the one hand, Suzuki’s approach is relevant, even exciting: for the price of a mid-capacity roadster, you leave with " big "motorcycle, healthy, reliable and brilliantly motorized.

Admittedly, it lacks an otherwise more protective and adjustable windshield as well as a more rigorous cycle part, like what is now offered by its most successful competitors such as the star of the "roadster-road" segment. But with regard to the "floor" price of the Suzuki, there is no theft: the Kawasaki costs 13,999 €, or a trifle of 5,000 euros extra !

As for the news, it is displayed at € 14,105 and the bill amounts to € 17,500 in full options! With such a difference, it makes it possible to cook up a Bandit 1250S "with small onions", with more efficient tires, a high screen and optional luggage! And there will still be a budget to afford a motorcycle trip in a nice corner: to think about…

However, as enticing and endearing as it is, the Bandit 1250S will sooner or later have to be fundamentally redesigned to keep pace with the competition and above all restore its declining image. The cessation of production of the roadster version proves it: despite obvious qualities and a tight price, an aging motorcycle does not attract a crowd. Including among the most pragmatic of bikers…

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *