Suzuki Bandit 1250 - Motorbikes Reviews, News & Advice

WHAT WE LIKE

Superb powerplant
Roomy, relaxed ride position
Incredible value for money

NOT SO MUCH

It's on the heavy side by today's naked bike standards

The non-ABS Bandit 1250 may represent the 'bare bones' end of Suzuki's range of 1255cc models and it may come with a 'bargain basement' price tag, but don't be deceived - this is a whole lot of bike for your bucks, with a simple but appealing formula that has stood the test of time.

Originally introduced back in 1996, the first generation of Bandits quickly became the first choice for hooligans and stunt riders of the day. With an air/oil-cooled engine that traced its roots back to the GSX-R1100, it was already essentially bulletproof, and the superbike performance - albeit detuned for more mid-range punch - blended beautifully with the upright ride position and wide 'bars to create a wheelie machine par excellence.

In 2007 the model receive a major update, copping the liquid-cooled, fuel-injected 1255cc engine, while for 2010 the Bandit has received a cosmetic facelift, with new instrumentation, new bodywork, and a new headlight and indicators.

PRICE AND EQUIPMENT
The Bandit 1250 is grass roots biking at its best - if gadgets and gizmos really push your buttons, you won't find a whole lot to get excited about here. What you will find, however, is a rock-solid machine in the best tradition of the Universal Japanese Motorcycle - a top all-rounder that covers all the basics, and covers them well.

Easily the Bandit's best feature, that 1255cc, liquid-cooled, fuel-injected, in-line four-cylinder engine is something to truly savour. Introduced to the model in 2007, it's just as much fun today, and it's got more than enough grunt to keep the vast majority of riders happy. The power is handed down via a six-speed gearbox and chain final drive.

Suzuki comes over all coy about power and torque claims these days, but back when the engine first made its appearance it was happy to let slip it was good for around 73kW and 108Nm, delivered with real-world respectability at 7500rpm and 3750rpm respectively. That's enough to plant a smile on your dial, even when the donk is punting along a 247kg (wet) package. By today's standard that's pretty hefty - think musclebike, more than streetfighter.

Wrapped around the engine is a tubular steel double cradle, and the suspension is fairly basic - a conventional 43mm front fork and a rear monoshock, with adjustment limited to preload only at each end. Slowing the show is a set twin 310mm front brake discs gripped by conventional-mount, four-piston Tokico calipers, complemented by a 210mm disc with single-piston Nissin caliper at the rear.

The main slant of the new 2010 Bandit concerns its updated cosmetics and instrumentation. The old twin-clock set-up has been replaced with more modern unit, which sees an analogue tacho matched to a digi LCD speedo and information display. All the usual info is there, including a clock and two trip meters.

The seat can be adjusted to give you a height of either 785mm or 805mm, a centrestand is standard equipment, there's a pillion grabrail and ockie tie down points at the back, and the bike rolls on Dunlop Sportmax RoadSmart tyres, a 120/70-ZR17 up the front and a 180/55-ZR17 at the rear.

The non-ABS Bandit 1250 reviewed here has a manufacturer list price of $11,990 (excluding dealer and statutory costs), while you can get the ABS version (the Bandit 1250A) for $500 more. The non-ABS model is only available in black, while the ABS version is only available in grey. A half-faired version, the Bandit 1250S/SA is also available, with a manufacturer list price of $12,290/$12,790 (non-ABS/ABS). All variants comes with a 24-month, unlimited kilometre warranty.

ON THE ROAD
I've got a real soft spot for the old Bandit, probably because it was the first press test bike I ever rode. Back in 1996, as a Sydney courier who'd offered to help out the editor of the now defunct Streetbike Magazine, Bob Guntrip, I couldn't believe my eyes when he flung me the keys to a gleaming Bandit 1200, just weeks after the model had first gone on sale in Oz. I'd read the raving reviews that came out of the international press launch, and I knew all about the hefty power and torque figures the bike punched out - and when I first gave it a handful my embattled old XJ750 Yammie was instantly rendered hopelessly inadequate.

In the 14 years since the Bandit has aged well, slowly but surely losing its reputation as a hooligan as it slipped into middle age, content to let younger, flashier models take their turn in the limelight. I know how it feels… However, while it's no longer grabbing big headlines, and stunt folk pass it over in favour of more recent fare, it's still a damn good ride, with a whole lot of appeal.

For starters, let's get the 2010 update out of the way. New bodywork, new headlight, new indicators, new instruments. There - that was easy. Now let's throw a leg over and see how she rides…

Stab the starter and you'll be wondering how it could have ever attracted that 'hooligan' tag. With roughly as many decibels as a flatulent mouse, that garbage bin-sized muffler is certainly doing its job effectively. A little too effectively, perhaps. Not that it matters - you'd be hard pressed to find older Bandits with a stock muffler in situ, as it's common knowledge you can unlock impressive horsepower gains with the right aftermarket can. Now fuel injected, you'll want something like a Power Commander and a good dyno tune too, but we're getting a little ahead of ourselves.

Snick it into first, ease out the clutch and you're away, and in those first few seconds you'll be truly amazed by how smooth and refined an engine can be. I know it's an in-line four, but this is ridiculous - there's barely a hint of vibration to let you know it's running at all. Of course, twist the wick and there's no doubting those pistons are turning - the torque washes over you like a tsunami, sling-shotting you forwards with impressive force and urgency.

You can be supremely lazy on a Bandit, because there's never any need to bother the gearbox unless you really want to. It is geared tall - I'd probably be looking at lowering it if I bought one myself - and even on the freeway I'd rarely find myself even in fifth gear, let alone sixth. At 100km/h, sixth gear is pulling just 3250rpm…

Redline is marked at 9500rpm, but there's just no need to go there. Ride the torque, short-shift, and repeat - that's all you need to know about getting the most out of this bike. It's also deceptively quick, thanks to the lack of vibes and noise - keep an eye on that digi speedo, and your licence points!

The ergonomics have been approached with the utmost common sense. An upright ride position, with an easy stretch to the broad, relatively flat 'bars, and good legroom. Pillions also get a good deal, with a broad perch and a decent grabrail - two-up tours can be carried out with ease, although if that's going to figure regularly on the agenda I'd be getting the half-faired version instead of the nudie. I found the seat to be a little on the firm side - although that perhaps says more about my ageing backside than the seat itself…

The gearbox gets the job done adequately, if not exactly spectacularly, but the fuel injection is spot-on. The suspension at both ends is relatively low-tech, but again, it does what it says on the tin. The Bandit has decent ground clearance, and with the torque on offer there's a heap of fun to be had on a winding road.

The brake package is good, but it's showing its age when compared with the radial-mount systems we're increasingly seeing more of today. There's enough power, but I would have liked a little more feel - again, if this Bandit was mine, I'd probably play around with pad choices. For anything other that sports applications, they're absolutely fine.

The Bandit returned around 14.24km/lt over the course of its two-week stay in the Chapman shed; a little on the thirsty side, but that's no surprise given the oomph on offer. With a 20lt tank, you're looking at a working range of around 250km.

Now we get to the best bit - the Bandit's price. How Suzuki can sell these things for $11,990 (plus ORC) and still make a profit is beyond me, but I'm not complaining. That's a whole lot of machine for not a lot of cash - and, 14 years on, it's actually $9 under the asking price of the original 1996 Bandit. Surely this is one of the best value-for-money packages going.

This time around my feverish level of anticipation may not have been quite as high as when I hopped aboard that 1996 Bandit, but the silly grin this 2010 Bandit plastered across my face was just the same. The newie is hiding its age well - probably better than this journo!

Visit the Bandit 1250 in Bike Showroom.

SPECS: SUZUKI BANDIT 1250
ENGINE
Type: 1255cc, liquid-cooled, four-valves-per-cylinder, DOHC, four-stroke, in-line four-cylinder
Bore x stroke: 79mm x 64mm
Compression ratio: 10.5:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel double cradle
Front suspension: Telescopic fork, adjustable for preload
Rear suspension: Monoshock, adjustable for preload
Front brakes: Twin 310mm discs with four-piston caliper
Rear brakes: Single 210mm disc with single-piston caliper

DIMENSIONS AND CAPACITIES
Wet weight: 247kg
Seat height: 785/805mm
Wheelbase: 1485mm
Fuel capacity: 19lt

PERFORMANCE
Max. power: N/A
Max. torque: N/A

OTHER STUFF
Price: $11,490 (manufacturer's price before dealer and statutory costs)
Colours: Black
Bike supplied by: Suzuki Australia, www.suzukimotorcycles.com.au, tel: (03) 9931 0500
Warranty: 24 months, unlimited kilometres

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