Suzuki Bandit 1250 S ABS motorcycle test

Menus

• If you’re looking for a tiger in an engine, roar a Bandit 1250
• In the saddle
• Contact
• In the city
• Highway
• National and departmental
• Brakes
• Duo
• Consumption
• Convenient
• Conclusion

If you’re looking for a tiger in an engine, roar a Bandit 1250

The presentations are really no longer to do but, with this version equipped with a fork crown, that is enough to attract all the attention..

You take a well-known mechanic that has been widely proven. You make the big 1200cc, air / oil cooled 4 cylinder engine well muscled. Its reliability and longevity make it a best seller (the Bandit 1200). On the strength of this experience, you increase the displacement to 1250 cm3 with a brand new injected liquid-cooled engine in order to meet Euro III emissions standards. You increase its torque and you decline it in three versions. A sober that we will call Bandit 1250 N; you add a fork crown to it and it becomes S. And if you want the fully faired version, you will have the FA.

To have the name GT or any other symbol that indicates the vocation of the motorcycle, the machine must fall into ‘THE’ category. We tend to place three niches, sports, roadsters and big tourists. Sometimes a clever mix of the three makes it a touch of everything that some of us delight in..

With a fork crown, a center stand, a big engine, our Bandit 1250 S would almost be classified GT, really. ?

In the saddle

With an adjustable saddle height that varies between 790 and 810mm (easily adjustable, just two nuts and voila) those under 1.70 will have their feet touching the ground. The handlebars, which allow you to have a pleasant position, fall naturally to hand. The dashboard is readable and very complete: totalizer, 2 partial trips, clock, 6-stick fuel gauge, a large rev counter with the red zone located at 9,500 rpm.

For the mirrors, they are positioned on the fork crown and well apart. Three centimeters longer would have been welcome because visibility is hampered by the elbows. Too bad because the sharpness is really there, even at very high speed.

Contact

As soon as the ignition key is turned the hands make a 180 ° to initialize the system with a GSF written in large on the digital counter. We immediately hear the song of the 4 cylinders. A muffled, slightly muffled sound escapes from the enormous exhaust with standard aesthetics.

In the city

I sit down and start the first. A big ‘clonk’ is heard. If the clutch is flexible, the gearbox is dry. Then, from the first turns of the wheels, the 254 kg (all full) are forgotten. The motorcycle remains easy and manoeuvrable between cars. Its major asset is instantly apparent with an engine available from 1500 rpm and in any gear. It is then useless to play club in town.

Its flexibility and its enormous torque give it a certain advantage between two red lights, a marvel. In fact, I never passed the 4 th in town.

Only my large size penalizes me, having the legs a little too bent for my taste (even if I put the saddle to the maximum of its height). And if you find yourself in a traffic jam, the heat from the engine comes to the legs and upper thighs. And if it’s 28 ° like the day of the test, it’s hot.

Highway

Once out of the Parisian belt, the motorway and its long ribbon of asphalt encourages you to put gas (be careful, eh, limit 130 km / h max!). The large curves on the angle are then a real treat.

The cycle part is healthy and road holding to the line. The suspensions are dry, possibly due to too hard adjustment. The bubble quickly admits its limits especially for me and my 1.88 m. For the older ones, you will have to invest in something higher because the turbulence will hamper the rider. Suzuki also offers an optional touring screen which is very good. This 1250 is therefore rather made for small riders, both for the bubble which then protects effectively (especially compared to the N) and the legs which require to relax for the older ones..

That said, when I talk about protection, you have to keep a cool head because the speed limits are quickly reached without any difficulty (towards infinity and beyond !!). And even on the 6th gear, she knows how to be wise as well as be fierce! Doubling down is child’s play … with a twist of the handle and presto, it’s done, to the next.

The engine is always present, round and efficient. I applaud him because I really appreciated his availability at all times.

National and departmental

On the national side, its engine is once again the major asset of this machine. Besides, I had the unfortunate tendency to want to pass a 7th gear, the torque being so present that we think we are still in 5th while the 6th has been engaged for a long time. There is then no point in seeing the tachometer needle fly off towards the red zone. And yet, she knows how to do it very well. Exceed the 6000 rpm mark and she rages to show a whole new face.

But already between 4 and 6,000 rev / mm it knows how to understand that its torque is present. The big curves are a playground where she knows how to be efficient and safe. You wind up and without noticing it the speedometer needle is already far away.

As much the cycle part does its job on big curves and at high speed as it shows its limits in small tight sequences. You don’t feel the front of the bike and the whole thing breaks up during a big attack, which gives the rider back his hand. This feeling is even more obvious with a passenger and the extra luggage. Its chassis fishes on degraded and swirling roads, while its engine is still very present to relaunch the beautiful. The tires fitted on the model tested are Dunlop D 218, perhaps with tires that have a greater grip the feeling of blur would be less felt..

Brakes

The front brake is equipped with a double 310 mm disc, 4 piston calipers and for the rear a single 240 mm disc, 1 piston calipers (you have to brake one day eh!) And ABS (on model tried). I found a lack of bite in the front and too weak braking for the rear. The whole is enough to stop the bike but it lacks attack in the end.

Duo

The comfort of the saddle is questionable because my passenger complained just after me and that after only 1 hour on the road. On the other hand, the folded position of her legs (she measures 1.74 cm) was comfortable. I did not feel any bad parasitic vibrations in the hands or on the footrests even at full throttle.

Consumption

The autonomy of the tank is 19 liters. I achieved a consumption of around 6.2 liters per 100 km at most and an average of 5.4 liters per 100 km, with passenger and luggage. It remains very little greedy knowing that we have done as many motorways, national and departmental. The fuel reserve light began to flash when there was about 5 liters in the tank before the fuel ran out, which allows nearly 400 kilometers of autonomy..

Convenient

For the practical aspects, thank you for the small hooks for the bungee cords. On the other hand I installed side bags and the muffler came into contact several times. You must therefore pay attention to the size of the side bags used so as not to find them with holes..

It has kept its central stand, very practical for routine maintenance.

Under the saddle there is room for a large U and the tool kit.

The brake and clutch lever are adjustable via a thumbwheel. On the right side, a window to check the level of loockeed of the rear brake reservoir. The grab handle for the passenger is wide enough to slide in with both hands.

The paint, tired, aged on the test model. It must be said that it dates from 2007 and has known many different testers already.

You should know that in the event of a fall the water radiator is exposed as well as the lower right side engine crankcase. It is better to invest in engine crash bars, otherwise, pay attention to the bill.

Conclusion

The Bandit 1250S has a full engine, angry and always available, and this from 2,000 rpm. Despite a significant weight, its handling while driving is surprising and all the more so as the road is as smooth as a billiard table with large curves. It is neither a sports car nor a GT (we prefer the new FA version for that) nor a roadster but really a jack of all trades, versatile, which is particularly suitable for small riders..

With a torque of 11 mkg at 3700 rpm to take the 254 kg, whatever you want, it uses up consumable, tire, chain kit and brake pads. You will find opportunities but the points to watch for a purchase concern the quality of its equipment which ages badly. Before making a purchase, prefer a motorcycle with super strict maintenance and a rag-freak owner. It is obvious that the 9,500 rpm of the red zone displayed are not there by chance, but they are far from the spirit of large couples who are really his cup of tea.

With a floor price of 8,499 euros (8,999 with ABS), it is particularly competitive on the market, with nearly 2,000 euros less than competitors like the 1300 CB !

Strong points

• motor character
• handling
• price

Weak points

• rear brake
• perfectible finish and painting

Consumption during the test: min: 5l / 100km – max: 6.2l / 100km

Competitors: Honda CB 1300, Suzuki Bandit 1250, Yamaha XJR 1300

Comparative technical sheet

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