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Short test Suzuki GSF 1200
Cast off
After the GSF 400 and GSF 600, a 1200 four-cylinder now unleashes a lot of steam in the Bandit design
I.Your launch has long since been successful. But different from what the German importer would have liked: The GSX 1200 ran out of the wrong port, so to speak. On the market in Japan since the spring of 1995, of all people it was »gray« who brought the biggest bandits to Germany – not without success. The high-torque, air / oil-cooled motor of the GSF 1200 – already known from the GSX-R 1100 and GSX 1100 G – made an extremely strong impression in the first test in MOTORRAD 11/1995.
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Short test Suzuki GSF 1200
Cast off
Bandit 1200 must act. At best, the modified chain tensioner on the swing arm and the electronic throttle valve sensor at the Mikuni mixture factory are noticeable.
Other changes are beyond the view of the beholder: the thicker tube wall of the double loop frame, the modified engine suspension, which transfers even less vibrations to the chassis, and the modified damper setting of the telescopic fork and central spring strut, which meet the high demands of the German market for driving stability even in higher speed ranges shall be.
Nice and good. However, the MOTORRAD testers did not think the Japanese version was badly coordinated. Flawless straight-line stability up to 180 km / h – the Bandit, limited by a speed limiter, did not run faster – combined with an unfamiliar handiness for this weight and displacement – what more could you want in an undisguised motorcycle? The German version seems a bit more stable and remains so up to the unlimited top speed of 205 km / h. A direct comparison is required to determine whether there is really a noticeable difference. The suspension setup appears noticeably more balanced. Tight but not uncomfortable, the Bandit chassis keeps the track even on bumpy asphalt in an inclined position. With strong grip, finely dosed and extremely effective, the front double disc brake system deserves the predicate “foolproof”.
Not so with the engine. Its unbridled performance characteristics were already to be enjoyed with caution in the Japanese model. The 98 hp variant, homologated for Germany, was unable to curb the irrepressible power of the air / oil-cooled inline four-cylinder. Or not want to? In any case, the motto is still: be careful when opening the gas! Particularly in the lower gears, the front wheel of the heavy bandit loses contact with the ground at a shockingly quick shock and becomes noticeably light even in second and third gear.
The brutally voluminous torque curve turns acceleration orgies into a delicate balancing act between breathtaking propulsion and rearward throwing. It becomes more difficult when a second person is traveling. At best, she can be pleased that the seating position is comfortable and the footrests are positioned appropriately far back for the Bandit’s acceleration drive. A Vmax in sheep’s clothing, which you can hardly see from the outside, which forces lie dormant in it.
Nevertheless, the German version does not come close to the breathtaking acceleration and pulling power measured in the Japanese version, although the power measurement on the test bench showed an impressive 110 hp. But in cold weather with sub-zero temperatures, no motorcycle ever reaches its top values, which clearly underpins the top speed: At 206 km / h, the Bandit remains far behind its possibilities.
In any case, the competition has to dress warmly: Because the price of the bandit is high. The big bike only costs 14,490 marks. Almost a sensation. The faces of the competitors sometimes freeze.
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