Suzuki Bandit 1250 N GSF motorcycle test


The Suzuki Bandit 1250 is the evolution of the Bandit 1200, the big historic roadster unveiled in 1995, having hit sales not only for its puncture-proof air / oil engine than for its tight price like coffee. Euro3 standards require, the Bandit undergoes in 2007 a major overhaul with a new engine with injection, liquid cooling and a catalyst, while the overall aesthetic does not change. Test !


In version 1200 or 1250, the Bandit changes little or nothing. Its characteristic silhouette remains the same from afar and even closer. In fact, the Bandit 1250 will not emerge in a pack of Bandit 1200. The line is now versatile, so we got used to it. But unlike other models, it has not aged. So same motorcycle? And yet ….

Suzuki Bandit 1250

A closer look is the two-stage adjustable saddle. Then we notice plastic counters instead of the chrome of the 1200 version. We note the disappearance of the fins on the engine and the appearance of ABS. But it’s especially in the engine area that everything has changed. The 4-cylinder SACS air / oil from the GSXR 1100 has gone liquid with 1256 cm3 against 1157 cm3 previously. The Bandit has therefore gained nearly 100 cm3 from 1200 to 1250 despite the figures.

In the saddle

The position seems unchanged from the previous vintage: natural with a comfortable saddle. The feet almost touch the ground for the 1.70m pilot. But the saddle is now adjustable in height. We always find ourselves also at ease on a Bandit 12.

Suzuki Bandit 1250

The meter has become digital on the right, and now includes in addition to the speed, the fuel gauge (formerly in the center), a clock and the Bandit logo.


The exhaust makes a quiet thud. The first turns of the wheel are easy and smoother than its predecessor. The gearbox is always so easy and precise and takes the driver on the couple.

Suzuki Bandit 1250

In the city

The Bandit 1250 is very pleasant in the city, with an engine available from 1500 rpm and capable of sending very (too) hard right away. In fact, we feel the first effective thrust from 2,000 rpm when the previous model really asked to wait for 4,000 rpm. But this arrival of power arrives more smoothly in comparison, clearly facilitating the handling..

Only the maneuvers at very low speed make you feel the weight gain, which has risen to 222 kilos fully loaded with the 2007 vintage, especially since the center of gravity is located high enough. The passenger being placed higher than the pilot accentuates this high center even more. Small riders (below 1.65m) will suffer.

Suzuki Bandit 1250

On the highway

The Bandit stalls angrily at 130 km / h at just xxx rpm. Because the engine makes it feel like it wants to take its turns, which it can happily do. Only the pressure on the neck will bring the pilot down to a more reasonable cruising rate set at 140 km / h maximum.

Suzuki Bandit 1250


The Bandit therefore finds it rather with pleasure the nationals or even the departmental ones. It is capable of quietly winding into last gear at 3,000 rpm at 90 km / h or sending very hard, as hard or even stronger than its predecessor. Because the 2007 vintage is much more stable on the angle and therefore gives more confidence to the pilot to open throttle wide.

The contrast here is significant with the old vintage. Available lower, rising more easily in speed, the Bandit 1250 really releases the Bandit 1200 in times. And yet, its engine seems smoother, less temperamental.

Only the weight of the machine can be a drawback here, especially in the face of 1000 cm3 roadsters..

Suzuki Bandit 1250

Comfort / Duo

The natural position with a well-placed handlebars whether for small or large sizes makes driving pleasant and easy. The comfortable saddle completes the picture.

The passenger seat is still wide and comfortable and the footrests well placed. The rear shock absorber also offers better performance than its predecessor. The whole offers real possibilities of duo, in a good comfort, especially for a – big – roadster.


Braking offers both power and then bite, but without excess, and more than enough to stop the beast in full effort. ABS is a real plus, which more than justifies the extra € 500 when you buy it (optional).

Suzuki Bandit 1250


The tank lost 1 liter with the new version, to go to only 19 liters. Consumption has on the other hand significantly decreased with an average consumption of 6 liters per hundred (or even 5.5 in coiled driving), but being able to rise to more than 7 liters in fast driving still allows a range of around 300 kilometers to be considered..

Suzuki Bandit 1250


The Bandit has lost space under the saddle, which will now house only a disk block.

The two passenger handles have been replaced by a central handle, but provided with growths that will be very useful to help secure a package. It will then be necessary to use the footrests to pass the tensioners.


The Bandit 1250 is a healthy evolution of the Bandit 12. If the affiniados will regret the character of the air / oil unit, everyone else will appreciate a motorcycle available even lower in the towers with still as many watts. And even if the latter were a little smoothed out on their arrival, the efficiency is on the other hand much higher than the previous vintage. It is still just as capable of mixing all city, highway and attack uses, and even attacks, with the pleasure and ease of driving. Because it always "sends" and provides maximum efficiency on the road for a price that is still just as competitive. At only € 7,499, the Bandit 1250 indeed offers the joys of a big roadster filled with torque and fun for the price of a 600…. and allows trips much further than a 600: ideal for roller bikers !

Strong points

  • Motor
  • versatility
  • price

Weak points

  • weight
  • finishing

Consumption during the test: min: 6L / 100km – max: 7l / 100km

Competitors: Honda CB 1300, Suzuki Bandit 1200, Yamaha XJR 1300

Comparative technical sheet

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3 thoughts on “Suzuki Bandit 1250 N GSF motorcycle test

  1. Pretty bike, I can’t wait to see her, but no more !

    Because there is one point that surprises me …. How can the press find "honestly related values ​​with a weight of 357 kilos and a twin cylinder" with regard to consumption when one discovers a average consumption of 8 liters, and a range of barely 200 terminals before reserve for a machine packed with electronics and all in the Touring category ?

    You don’t get the impression that motorcycle manufacturers don’t give a damn about us….?

    Fortunately they do not make a car …. because there, we would make at least 20 liters to 100!

  2. "… allowing a probable autonomy of 250 to 300 km, at the rate usually adopted on the handlebars of this machine. Values ​​in fair relation with a weight of 357 kilos and a superlative twin-cylinder."

    Text a little different from your selection…

    On the other hand, a motorcycle’s CX, and especially its drag, are mediocre. Unlike a car. Not to mention a very different engine profile.

  3. …. I specify well "before reservation", my selection thus remains faithful to the text. I am happy to see what is reported by the press.

    That said, everyone has their own point of view, of course, but I find it shameful nowadays to see such consumption on such modern motorcycles..

    I know that the "conso-biker" has always been considered the king of pigeons, but now it is time to wake up !

    But as long as there are customers ….. it’s not about to evolve …. or else by obligation concerning anti-pollution standards!

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