Suzuki Bandit 650 S motorcycle test

Menus

• Released for good behavior
• Discovery
• In the saddle
• Contact
• In the city
• Highway
• Departmental
• Comfort
• Braking
• Tires
• Convenient
• Consumption
• Conclusion

Released for good behavior

1500 km test

Pioneer of the nasty roadster, the Bandit evolves in displacement
to celebrate its 10th anniversary, for a 650 cm3 version. Far from developing
its existing models with a race for power, Suzuki
has chosen here to capitalize on what already exists, by remedying
especially the faults of an aging model. Then,
the Bandit 650, Bandit revolution or simple evolution ?

Discovery

The Bandit 650 changes little in version N compared to the vintage
600 cm3. Only the fork crown of the S version actually breaks
with previous years. The model is evolving
so just a little compared to the previous vintage,
without any particular design effort. Some will blame him for a little
outdated look; complainers can always go and see the
GSR, a real new model in the nasty roadster category.
Suzuki instead capitalizes on the existing, with the same
proven air-oil engine in terms of robustness and reliability,
just rebored for an additional 50 cm3
(larger and lighter pistons, redesigned combustion chambers,
optimized distribution diagram), but with a price always
floor. Regulars will simply notice the change in
color of the engine which turns black (like the 1200).

In the saddle

With the wide handlebars, the position is natural, almost straight, very
close to the previous vintage, closer to a
trail position than some competing roadsters. The position determines
character: the Bandit 650 seems built for the road
more than for the attack. Both feet touch the ground for the pilot
of 1.70 m; to note in terms of novelties, that the saddle
is height adjustable in 3 positions, from 770 to 790 mm,
via screws placed under the saddle (with a 10 mm spanner). The height
handlebar can be changed via two jumpers.

The dashboard offers the left-hand tachometer and a counter
speed on the right, with double fuel gauge too partial,
totalizer and clock. Good point, it displays the time at the same time
and the partial trip. Convenient ! The 6 stick gauge is revealed
precise in use. The too partial counts beyond
1,000 km without resetting. The warning is appreciated.

The rectangular mirrors are easily adjusted and
offer a very wide field of vision, which is very appreciable.
They will prove to be just as visible at high speed,
without any parasitic vibration.

Contact

Reset. The meter displays a GSF … The pot distills
a very discreet, almost electric sound.

Clutch, start … The knees find their perfect fit.
place around the tank without stops or roughness.
Gently, the GSF starts slowly. The box is faithful
to Suzuki: we forget it.

In the city

In town, the GSF is happy between the 2nd and 3rd gear, knowing that the
2nd pulls up to 100 km / h (at 10,000 rpm) and the
3rd up to 130 km / h, well above authorized speeds.
Whatever the connection, the Bandit resumes frankly, with
smoothness on go-around. The couple actually
increased and is much more present at mid-speed,
diet more widely used in town (5.5 to 6 mkg,
from 9,500 to 7,500 rpm).

The additional 50 cm3 and the additional torque to
mid-range offer a very pleasant pleasure. Therefore,
the increase in speed turns out to be more linear
and without breaking compared to the old model.

Highway

The GSF quietly engages on the highway, the 4th bringing the motorbike
at 155 km / h, at 10,000 rpm (at 2,000 rpm from the
Red). The screen offers excellent protection up to
170 km / h (on German motorway) creating no turbulence around
of the helmet. You really have to reach 200 km / h to feel a
uncomfortable ; suddenly, it is quite possible to maintain
a cruising speed of around 185/190 km / h. At this speed,
the GSF is at 9,000 rpm, i.e. at 3,000 rpm from the red zone
!

The Bandit proves to be healthy in terms of behavior offering
good stability, even as a duo. The shock absorber
better quality than the previous vintage
(which collapsed after 20,000 km) and a noticeably
more rigid provide additional stability and rigidity
that were lacking in the old vintage. So exit the
famous blur of the previous vintage in fast curves,
which restrained the ardor.

Unlike the previous vintage, the Bandit
does not feel any vibration, whatever the regime. Mirrors
remain perfectly clear and readable at any speed.

Departmental

The Bandit 650 goes easily from the highway to the departmental,
going down two or three gears on occasion, to start
to play within the virolos, taking advantage of the maximum torque above
of 8,000 rpm. It turns out to be neutral and connects
effortless turns.

The Bandit 650 is now usable on
all gear ranges, with a steady increase in power,
without hollow at mid-speed. Just do we perceive
a slight better past 7,000 rpm; the gap
which previously existed below and above 7,000 rpm has disappeared,
in favor of flexibility present at all levels. It
It is thus possible to alternate the road course in 6th with a little attack
in 3rd in the virolos, going up in the towers.

Comfort

The saddle, wide, almost soft, offers welcome and comfort, to
for both pilot and passenger. It allows to realize
long journeys of 300 km without a break, fully respecting
long-haul travelers. Only the rear handle, by
compared to the side handles, can lead to a position
askew for the passenger, less natural (provided they are
use).

The bubble effectively protects up to illegal speeds,
and does not cause any eddies in the pilot’s head.

The shock absorber is now adjustable in preload
and relaxation, via a dial.

Braking

The Bandit 650 has not changed disk size but is equipped
the same discs as the SV, as well as ABS (optional).
We can take the brakes violently, it brakes very
well, without violence, very effectively, in all circumstances.

Tires

Originally, the Bandit 650 is equipped with the excellent BT020 for
the rear, both enduring and offering good grip…
The front is equipped with the BT011. The quality of the tires
is therefore better with the Bandit 650.

Convenient

The GSF houses a space under the saddle, allowing a lock to slide
and rain pants.
The kickstand folds out and folds easily, no matter what
the ground, offering good stability. The Bandit 650 even has
kept its central stand, very useful.

Consumption

The GSF goes into reserve at 250 km in mixed driving. She
can drop below 5 liters, in flexible or stabilized driving
in 6th at 130 km / h, and climb above 6 liters when driving
more muscular. It also peaks at 6 liters,
at a steady speed on the highway at 180 km / h.
The first stick falls 120 km away, the others falling every
30 km next. Switching to automatic reserve is signaled
by a flashing pump on the dashboard … and with 4.5 liters of
reserve on 20 liters of capacity, the passage in reserve
leaves a good safety margin up to the pump.

Conclusion

The Bandit 650 hasn’t updated the nasty roadster
conceived in 1995. On the contrary, we would almost release it for
good behavior.

This 650 is a smart evolution of the old Bandit
600, correcting the major flaws of the old vintage,
especially in terms of engine and suspensions, and confirming its suitability
of handyman. It is also a real beginner’s bike,
with a quick start, something that has become rare on the market.

In version S, it is particularly suitable
duo and long road trips, despite its "small
»Displacement. Cherry on the cake, she reveals herself
always as economical in terms of maintenance, insurance and consumables.
And with its unbeatable purchase price (6.349 € in S version),
it is THE benchmark for economical motorcycles and
an essential reference in the basic category.

Strong points

• Getting started
• Full engine everywhere
• Comfort
• Duo
• Price

Weak points

• look of the fairing in S version

available in blue, gray, black and red.

Competitors: Honda CBF 600, Yamaha Fazer 600

User reactions and testimonials: testimonial 1 on the
forum essays and testimony 2

User reactions and testimonials on the
motorcycle guide

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