The name Bandit will forever be associated with Suzuki. For a moment we thought that Suzuki would sacrifice the popular name for the GSR. But that was before Suzuki re-launched the whole Bandit range with upgrades and new engines.
Words: Tor Sagen/Photography: Martin Leyfield & Tor Sagen
In the competition of being the most practical motorcycle in the world the Bandit 1250S would score very high. In its hooligan past this was not so much the case, but with a fairing, centre-stand, upright seating position, ABS brakes (the SA-our test bike), dirt-cheap price tag and last but not least a rock solid ever lasting power house of an engine.
Nothing about the 2007 Suzuki Bandit 1250 sells it to me as much as that fantastic torque response from very low rpms. So that’s where I’ll start, with the big 1255cc liquid-cooled in-line four. The old 1200 was a simple air-cooled engine, also known for its torque. But the all new 1255cc liquid cooled Bandit engine overshadows the old one by miles! Nothing is the same and Suzuki couldn’t have done a better job with the engine itself.
The power delivery however could have been supplied with higher quality fuel injection because there are hiccups from small throttle openings. I do get the old familiar bungee feel from the throttle on/offs. Not pleasant at all for nurturing the throttle at low speeds. So to hell with it, I just give it all where the four massive cylinders greedily suck in air and fuel to produce a very satisfying torque curve and drive. This is where this gem of an engine really works well, on full throttle from as low as 3.000rpm. So rather than first and second gear stuff in town, the new Bandit 1250 is perfectly suited for cruising in high gears on the motorway where the torque is instantly ready to do a massive push past the heavies and other traffic without gearing down. The muscular aspects of the 1250 is quite deceptive too as there are no big blurb sound from the engine as with a big twin, just a massive smooth car-like push forward. With a ridiculously low compression ratio of 10.5:1 the engine is so very unstressed and can probably be upgraded for another 10 years before it is replaced. I expect this Suzuki engine to be talked about as one of the most reliable motorcycle engines built in the future (as time will tell off course…). As this is the beginning of a new development cycle for the Bandit I expect the Suzuki engineers to smoothen out the low rpm throttle response soon too.
The Bandit 1250 S is really a good motorcycle for pillion passengers, had it not been for the jerky nature of the fuel injection in low rpm, low gear on-off situations. The pillion also notices the torque surge when gearing up, sometimes with dread. So as a rider some adjustments to the riding style is needed to keep a pillion passenger happy. The seat itself is good, pillion pegs are good, exhaust on the side and away from the pillions bum and the grab rails are big and solid. Our in-house photographer, Martin, actually liked the Bandit 1250’s rear end a little bit too much. So after performing his photographic duties, we just left him at the roadside.
The suspension has been refined a lot on the new Bandit 1250 and it is fun to try it a little bit extra on the twistier sections of road we ride. At 229 kilo (S ABS version) it is still a bit heavy to chuck from side to side but not unwilling. ABS is optional in some markets for the 2007 model year and our UK bike has got ABS as standard. This makes it a 1250 SA model and we got to test the ABS on both the wet and on gravel. BMW seems to have been able to eliminate the pulsing in the brake lever and brake pedal, but the Suzuki 1250 is still physically challenging in this area. The ABS brakes works exactly as they should, but they don’t feel like the latest of the latest in ABS technology. For an extra test, I invited this rather heavy person that I know to sit on the back whilst braking heavy on gravel. Despite the fact that I thought the master brake cylinder might explode, the Bandit came to a halt as quick as you want even in an emergency situation. If you have to brake a lot your right hand and foot might get knackered quickly, but the safety is taken care of which is the most important thing at only £5549 OTR.
On the motorway whilst the engine is producing generous torque, we are glad we are on the S version that has got a fairly decent fairing. The seat height is 2-way adjustable between 785mm-805mm to suit any rider. The 19 litre fuel tank could have been bigger. I can’t see that it would have made a huge impact neither for the weight nor aesthetics to add a 25 litre fuel tank that would have added to the practical nature of the rest of the motorcycle.
Conclusion
When I first saw the new 1250S it didn’t give me anything, rather dull I thought. However, after living with one for a while I fell in love with that engine in particular. The Bandit 1250 S will never really compete with anyone in the looks department as it’s understated as few, but for the practical aspect it’s a winner. I like the value you get for money and the 1250 S is a whole lot of motorcycle. I wish the fuel injection had behaved better, particularly when carrying a pillion. Other than that I think I’d get a naked red one to make it stand out a bit.
+
Rock solid in-line four with an emphasis on torque
Practical as few other new motorcycles
The Bandit 1250 is so affordable
Easy to resell
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Fuel injection at low rpms when nurturing the throttle
