Top test Suzuki Bandit 650 S

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Top test Suzuki Bandit 650 S
Jahn

motorcycles

Top test Suzuki Bandit 650 S

Top test Suzuki Bandit 650 S
The trick with the pressure

The Suzuki Bandit 650 S beats the competition with a fat increase in displacement and a full torque advantage. The renovated classic with sleek half-shell cladding in the top test.

Werner Koch

01/04/2005

Like the devil, the fiery red one rushes
Suzuki through the pylons in the
MOTORCYCLE handling course, rattles with the pegs in a wild incline, sparking, hurls across the narrow bend with smoking rear tires? ssssst, around and away.
The test driver calmly records seconds and cornering speeds and
notes in passing: “Enormously wide limit range, good-natured handling in all situations, whoever falls with the Bandit is your own fault.” With which the completely revised 650 Suzuki (see driving report MOTORRAD 1/2005) the experience from countless test kilometers with machines of the lower Middle class confirms: Inexpensive doesn’t have to be cheap or boring. And certainly not unsafe. Even if the concrete Stabili is on the last groove-
If high-priced sports motorcycles are lacking, the new Bandit does nothing for its rider
X for a U, but reports with leich-
ten movements in the stalls, what’s up. So it’s not bad to be amazed that
the Suzuki in slow and fast-
len MOTORRAD-Slalom conjures up remarkable values ​​and comes to a stop after 38.7 meters from 100 km / h despite the high manual force required by the braking system. A brilliant figure, because some super athletes have to line up behind. Still, a little more bite and a pair of harder fork springs could do the job Bandit 650 S don’t hurt.
Another noticeable feature of the dance on the knife’s edge: In left-hand bends with an inclined position that is likely to fall, the massive bracket for the side stand, welded to the frame, rumbles over the asphalt and threatens to override the machine.
What is in the merciless top-
The test is reflected in facts and figures, finds its subjective continuation in the swift country road curves. It couldn’t be simpler and more casual. If only because the Suzuki, with its subtle 160 mm rear tire from the Bridgestone BT 020 brand, almost clairvoyantly follows the course of the road. Worms of hairpins, alternating curves, long taut arches in three-digit speed, also undulating? the ban-
dit 650 S finds the right track. And if not, she willingly hits a rake in order to correct gross misjudgments by the pilot as quickly as possible.
Rough patchwork carpets on third-class country roads do not upset the Suzuki, especially since the comfort-tuned spring elements finely iron out transverse grooves and potholes. This is true even in an inclined position. Where many bikes with wide tires teeter off the track in the wave carpet, the Bandit remains unmoved on course. Who in the
If you have to brake in a curve, you can rely on the BT 011 front tire, because it is minimal and calculative-
cash on. The Japanese tire combination goes perfectly with the Suzuki, as the grip is convincing both cold and warm and the good self-damping ensures the best comfort and stability at top speed.
It’s nice that the Bandit 650 rider with a pillion passenger doesn’t have to do without fun on the bends. Even if it is a bit unwieldy and with a tendency to take a larger curve at the exit of a curve, the Suzuki impresses with good stability and safe cornering behavior in two-person operation. Which brings us to one of the most important properties of Suzuki’s evergreen: absolute reliability paired with universal utility.
The relaxed seating position also contributed to the quickly established friendship between horse and rider. A casual knee angle, a large seat cushion that can be adjusted in height by 20 millimeters, an upright upper body with an excellent overview, especially as the rear-view mirrors live up to their name. On the other hand, annoying: the handlebar ends are angled a few degrees too far back. The result is that the wrists are bent awkwardly when you take the bandit by the horns. It doesn’t matter as long as you let it roll at a leisurely pace. However, if you rush into the curve labyrinth with vehemence, it is missing despite the mush-
ten handlebars in strength and feeling for the hard ride. A suitably curved steering iron costs, and that’s over-
so annoying, not a cent more than the standard crutch. In view of this, the ability to adjust the handlebar height by ten millimeters is not of much use. Especially since the MOTORRAD testers preferred the combination of high seat position and low handlebars.
The pillion has nothing to complain about,
he finds a comfortable place and
secure hold on the railing. And the
is a good thing, because the extra portion of cubic capacity from the formerly weak 600 engine is a strong fellow
has made, who puts a remarkable sprint on the track in the lower aisles. When accelerating from a standstill, the new model of its predecessor decreases 0.6 seconds (6.9
7.5 seconds). The pull-through test in the last gear is even worse
which stamps the 2005 model from 60 to 140 km / h in 9.5 seconds, while the 600 model takes 13.3 seconds.
More impressive than the readings
is the felt power of the Bandit 650
on the MOTORRAD test lap over the finest country roads with almost alpine gradients and tricky bends. Already from idle, the exactly 656 cubic centimeters large and nominally still 78 hp four-cylinder between 6000 and 8000 rpm pushes forward so vehemently that it is pure joy. It doesn’t need more speed to sweep across the country quickly. And you won’t want to, because the engine is annoying at higher speeds with chirping, high-frequency vibrations and loud roaring from the tank and airbox. It’s also a shame that the switching processes are more like a rough mechanical process. Hooky, sometimes noisy, the scratchy six-speed gearbox does not match the sleek character of the new Bandit.
Another reason for the liveliness of the 650 is the short overall gear ratio. At a top speed of 205 km / h, the six gear steps must
cover a correspondingly small area, which results in only small jumps in speed after the gear change and the tensile force hardly breaks down. So it’s no wonder the bandit
Rolls through the villages in fifth gear, which is easy on the nerves, starts on command without shifting gears and a few blink of an eye later cracks the permissible 100 km / h mark.
These qualities, which are a lot of fun on country roads, pay attention
long stretches of motorway less well into the picture. Here the four-cylinder already turns quite high at a travel speed of 150. The slightly annoyed bandit driver can spend a long time in the
Gearbox fishing, there are no more than six gears. Instead, a fairing that protects against the wind with little turbulence and noise. Only when it rains do the water droplets whistle through the air slot in the windshield.
With 5.3 liters at a constant 130 km / h
and 5.2 liters on the country road, the fuel consumption is kept within acceptable limits in view of the grayed-out engine technology, especially since the external conditions with an air temperature of just five degrees, experience has shown, drive consumption up by a few percent. In connection with the 20 liter tank there is a
respectable range guaranteed.
Not just new, but better too
is the large headlight with good side edge illumination and daylight high beam. However, the front view of the new bandit has lost its independence and is now part of the uniform society of Japanese middle-class students.
Also new is the price of the Bandit 650 S. With 6290 euros without additional costs-
It is 150 euros more than its predecessor, but it is still one of the cheaper-
best representatives of the four-cylinder middle class. Which is also noticeable when viewed in detail. Steel swingarm, simple floating caliper brakes and lots of plastic are the downsides of the tempting price. In return, the Bandit still carries the most beautiful of all four-cylinders between the wheels. Now in the black fine rib, the air / oil-cooled engine is a real gem, which in the drilled-out 650 version brings significantly more driving pleasure than the old 600.

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The trick with the pressure

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Was there anything else?

plus
Main stand with easy operation
and secure footing
Sufficient number of luggage hooks on the
Rear frame
Easy and safe to maneuver
minus
No range adjustment on
Clutch lever
Partly poor screw quality
Cumbersome, difficult to access
Spring base adjustment on the strut

Suspension settings
in the test
Fork:
Solo spring base with four rings, with pillion passenger
two rings visible
Shock absorber:
Solo spring base position 4, rebound damping position 2. For riders over 90 kilograms
and with passenger spring base position 6,
Rebound damping position 3

MOTORCYCLE measurements

Performance
Top speed * 205 km / h

acceleration
0 ?? 100 km / h 3.8 sec
0 ?? 140 km / h 6.9 sec
0 200 km / h sec

Draft
60 ?? 100 km / h 4.4 sec
100 ?? 140 km / h 5.1 sec
140 180 km / h 7.0 sec

Speedometer deviation
Effective (display 50/100) 47/95 km / h

Tachometer deviation
Display red area 12000 / min
Effective 11300 rpm

Consumption in the test
at 100 km / h 4.7 l / 100 km
at 130 km / h 5.3 l / 100 km
Country road 5.2 l / 100 km
Theor. Range 385 km
Fuel type normal

mass and weight
L / W / H 2120/820/1230 mm
Seat height (adjustable) 770 or 790 mm
Handlebar height (adjustable) 1020 or
1030 mm
Turning circle 5350 mm
Weight with a full tank 218 kg
Payload 212 kg
Wheel load distribution v / h 50/50%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 38.7 meters
Average deceleration 10.0 m / s2

Comments: The front brake requires a lot of manual force, but still achieves good values. Dosage due to the woody pressure point is only sufficient, especially with a cold brake system. The bandit dances off track when braking hard; as soon as the rear wheel lifts, light stamping of the soft fork.

Handling course I (fast slalom)
Lap time 20.8 sec
vmax at the measuring point 100.6 km / h

Comments: good handiness and comfortable coordination. The handlebar, which is cranked too far back, is a nuisance when turning it quickly. At the narrow turning point it is very easy to drive and without any wobbly.

Handling course II (slow slalom)
Lap time 29.1 sec
vmax at the measuring point 53.5 km / h

Comments: With high steering precision, easy handling and good grip of the
Bridgestone tires onions the bandit through the pylons. Only the side stand that sits down hard forces them off the track.

Technical specifications

Engine: air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, wet sump lubrication, constant pressure carburetor, Ø 32 mm, uncontrolled catalytic converter with secondary air system, alternator 475 W, battery 12 V / 8 Ah, mechanically operated-
te multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 47:15.

Bore x stroke 65.5 x 48.7 mm
Cubic capacity 656 cm3
Compression ratio 10.5: 1
rated capacity
57 kW (78 PS) at 10,100 rpm
Max. Torque 59 Nm at 7800 rpm
Pollutant values ​​(homologation) in g / km
CO 1.920 / HC 0.580 / NOx 0.150

Chassis: double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable
Spring base, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 290 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Bridgestone test tires
BT 011 “J”; BT 020 “L”

Dimensions and weights: wheelbase 1440 mm, steering head angle 64 degrees, caster 108 mm, spring travel f / h 130/126 mm, permissible total weight 440 kg, tank capacity 20 liters.

Service data
Service intervals every 6000 km
Oil change every 6000 km / 3.3 l
Oil and filter change every 18,000 km / 3.5 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 10
Spark plugs NGK CR8EK, ND U24ETR
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.5 (2.5 / 2.5) bar

Warranty two years
Colors blue, red, black, silver
Power variant 25 kW (34 PS)
Price 6290 euros
Additional costs around 130 euros

Scoring: drive

There is no substitute for displacement.
The old wisdom also applies to the 650 bandit, which scores a lot in terms of pulling power and performance compared to its 600 predecessor. Unfortunately, there are deductions due to the hooked gears, and the cold start behavior is also only worth five points. Well done: gear ratio and overall ratio.

Conclusion

The easiest way is usually the best. Instead of relying on expensive hocus-pocus, Suzuki increased the displacement, specifically revised the technology that has been tried and tested a thousand times over, puts everything on a brilliant pair of tires ?? finished. Incidentally, the bandit remains unmistakably bandit. You don’t really need much more motorcycle for an enjoyable ride.

Performance chart

The torque increase between 6000 and 9000 rpm can be clearly seen on the power / torque diagram and can be experienced in practice. The maximum output remains at nominal due to the tamer control times and smaller valve lifts
78 hp. Small cheating on the edge: the tachometer goes ahead 700 tours at 12000 / min. Even gear ratios and a short overall ratio contribute to the liveliness of the Bandit 650.

Delay diagram

Except for small corrections (1 and 2) because of the lifting and then
With the rear wheel dancing out of the track, the braking deceleration is at a high level. With a braking distance of 38.7 meters, the Bandit sets a very good value.

Scoring: chassis

Consistently better than the previous model, as shown by the revised suspension setup in conjunction with the Bridgestone rubbers
Effect. Still something
stand by soft fork springs
unchanged in criticism.

Scoring: Security

The very short braking distance can
do not hide the fact that the hand strength is too high
and the dosability, especially
with cold brakes, could be improved. The Suzuki masters all other safety-relevant criteria with average to good values. From the morning-
In 2005 it will be available with ABS for an extra charge of around 600 euros.

Scoring: everyday life

Long range thanks to the 20 liter tank. Unfortunately, there is no adjustment option on the clutch lever.
The cumbersome screwing for seat and handlebar height adjustment is not fully thought out.

Scoring: comfort

The comfortable sitting position and a
good wind protection is half the battle on long journeys. Even
the pillion gets his money’s worth. A bit annoying: the chirping engine vibrations at high speeds.

Scoring: costs / environment

The price-performance ratio is right, all other criteria
are rewarded with a good average. Surprising: the good exhaust gas values ​​of the carburettor engine. Not entirely satisfactory:
the processing in detail that
but little impact
the function of the Bandit 650 has.

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