As I get ready to unveil my new ride for the 2011 season of The Planet Tour I feel it is time to give my review and opinion of my 2008 Suzuki Bandit 1250 whom I dubbed Suzy B (R.I.P.)
I only had her for 3 seasons but managed to put just over 62,000 happy kilometres on the odometer. The riding season in Canada is short, 4 months and change...if you're lucky. Not all those days will be full of sunshine, trust me.
So how did Suzy B rate as a long distance machine? Very, very well with a few 'buts'.
Reliability
I was never left stranded once. The only repair I had to do, outside of regular maintenance, was an oil pump seal that started to leak at 60,000km. Just over $200.00 to repair at a shop and something that a handy person could do on their own. I was 3 days from home so opted for paying a mechanic. She was still ridable and made the 2 hours to town without any more problem than a bit of oil mess.
Front and rear brake pads were replaced once. About normal for the highway kilometres ridden.
She ate 5 rear and 3 front tires in her lifespan. The stock tires it came with don't even deserve a mention as they were crap but thankfully wore out at 6000km so I could put something more worthy. I replaced the stockers with Michelin Pilot Road 2's and they had great traction and long life for a sport touring tire. The Bandit seemed to like them. This may seem like an odd statement to a non-rider but it is amazing how a tire can just feel right for a bike.
Economy
For a large displacement engine, weighing in with 1255 cubic centimetres to feed, she had respectable fuel consumption. I averaged 5.6 litres/100 km and could easily do 300km between fill-ups with 320km being the norm from the 19 litre tank. Usually it had a couple of litres still in there even after having the low fuel icon blinking at me for 70 km. I would have liked a bit more range and had been trying to figure out how to increase the tank capacity but 300 km+ is still fairly decent. I usually ran mid-grade as I determined no noticeable improvement with the high octane. Suzuki did a great job of tuning the engine for real world riding as it would run on low octane fuel without complaining, for those times when you found yourself in a situation where no premium fuel was available. No need to carry octane boost with this bike.
The Engine
I've read many magazine articles that say its all about the engine on the Bandit. You fall in love with the engine. Once I started riding my Bandit I knew what they meant. Cold or hot she always fired up with barely any cranking time and would quickly settle into a steady idle. Smooth and powerful with bucket loads of torque anytime you need it. It had a lot of burly muscle but did not have to scream it like so many sport bikes do. You just knew it would give you all the grunt you needed when called on. And I do mean anytime. In the city as low as 2500rpm it will just shoot forward building revs quickly. On the highway you rarely have to kick it down a gear for passing. Cruising speed would have you at around 4000rpm and that is where the fun starts. Just roll on the throttle and big 4 cylinder just pours on the acceleration. Need more oomph? Click it down a gear and then hang on.
Sadly Suzuki put a Kenworth size muffler on it and I had it replaced after the first season. It was too quiet a voice for such a spirited motor. There are many after market pipes out there and I recommend swapping the stock pipe out. The Bandit deserves a voice plus you shed a few pounds off the bike's overall weight and most likely will gain more power. I opted for a Supertrapp but after hearing my buddies Bandit I think that Holeshot makes a nicer pipe.
I followed the maintenance schedule and although the valves were checked they never needed adjusting in 62,000 kms.
Luggage
The Canadian version of the 1250 Bandit had Givi side bags wearing Suzuki labels. They were roomy, easy to take off of the bike and water tight. I tested their ability to keep things dry for hours on end thanks to many rain storms that volunteered us for the test.
At 34 litres each you can pack a lot of gear in them and for weekend getaways they should be all you need. My plan was to put a top case on but never got around to that part of the project.
There is a small bit of underseat storage where I crammed a few extra tools to go with the factory set.
Fairing protection
The Bandit was more of a last minute, lets use what we have, improvised sport tourer that Suzuki seemed to slap together to get them in the sport tourer market. This was not a machine that had been designed from the ground up to be a sport tourer. Basically they added bags to an already existing street model and hoped it would work. It did....But, as such the fairing was just adequate for weather protection when compared to the offerings from the other Japanese motorcycle manufacturers. That being said the Bandit is several thousands of dollars cheaper, so a little sacrifice here seems acceptable.
As a tall rider I had to upgrade to a taller windscreen and had one from PowerBronze. It provided a bit more chest protection but it did create a lot of helmet turbulence for my 6'3" frame. Shorter riders should be okay. I was looking into an air foil add on such as a Laminar Lip to correct that. From some of the online forum listings I read, other Bandit owners had reported good results . If you are tall you may want to consider one.
The side fairings could have been made to provide more leg protection for wet/cool weather riding. They fit so close to the bike that little extra leg protection is to be found. If you ride in areas that are more prone to heat then this fairing and windscreen set up will be more than enough. I often found myself laying on the tank bag trying to huddle behind the small pocket of protection on the many cold days I experienced. A better touring jacket would have helped on this issue as well.
Seat and riding position
Maybe I'm a glutton for punishment but I did all my riding on the stock seat, which, when combined with the under padded stock seat nature gave me, there is room for improvement. Long days in the saddle reminded me and my butt that it was a just a factory seat. I suggest adding a gel or memory foam seat either after market or custom made. It was on my list of things to do. The great thing about the Bandit seat is it is 2 separate cushions making a custom saddle for the rider lest costly. I would not worry about the passenger pillion as the bike is better suited for solo touring unless your passenger has short legs. The passenger pegs are a bit high for all day sitting, as reported by the privileged few I let ride on her, and those were just afternoon day rides.
Rider position is upright, hips and shoulders over the pegs (where they should be) and just a slight lean forward to the bars. At highway speeds just enough wind slips past the windscreen to hold your torso up. There is no strain on the wrists or back. The handlebars are old-school tubular ones so replacement ones are plentiful should you desire. For a little more arm room I merely loosened the bar clamps and rotated mine as far forward as possible to extend my reach. I then readjusted all the controls so they were at the right angle.
The seat has 2 positions and I chose the higher setting putting the seat height at just over 32 inches from the ground.
I did find the leg position to be a bit cramped for my long limbs but I also suffer from bad knees that ache if they have to be folded for long periods. Swapping the pegs to a set from Buell did the trick. It lowered my feet an inch and my knees no longer cramped up.
Suzuki had given me thick, rubber padded pegs which was overkill. The thinner Buell pegs sit at the same level with no loss of cornering clearance while forgoing the extra padding Suzuki felt necessary. Being unpadded was not problem as the engine vibration on the Bandit is almost nil. You do have to do a bit of drilling and grinding to make the pegs fit and you will need bigger support pins but if you have long legs it is worth an afternoon in the garage to make this modifcation.
Controls and suspension
The suspension is fairly simple, offering preload adjustment only. The rear shock is not a fun one to adjust so I had set preload at the 4th highest level, for touring with full gear, and left it.
Controls are pretty much standard layout. The analog tachometer is easy to read and the digital speedometer has large digits legible even at a quick glance. For some reason this gauge is not able to change between kph and mph. I blame the number crunchers for this omission. It would have been nice to switch to miles on my USA trips and given the low cost of today's electronics I was surprised this simple feature was not available.
The gas gauge could have had a bit more accuracy as it plays too far on the side of caution, informing you of needing fuel long before you actually do. It does this with a blinking icon that is not easily missed but is not intrusive either..
A gear indicator would have been nice as I often found myself forgetting which gear I was in, the engine so full of torque that it was not necessary to keep inventory of where the shift pedal was.
There are 2 trip meters which is handy. I used one solely for monitoring fuel range.
The mirrors were mostly vibration free until you hit extreme high speed. For tall riders they did a good job of showing you your elbows. I put on some extenders that solved the problem.
Final drive
Final drive on the Bandit is chain. Today's O-ring chains have long lives and are relatively cheap to replace when you have used up their lifespan. Some purists prefer chain. As a touring rider it was my least favourite thing on the bike. No matter what chain lube I tried there was always a bit of mess on the bike. It had to be lubed everyday when on trips, plus I had to carry that damn can of lube which took up the space of an extra T-shirt, or a couple pairs of socks or underwear. I loathed that damn can every time I took it out. There were also the periodical adjustments of the chain that just added to my dislike of chains for touring bikes.
There is a company called Scootworks working on a belt drive conversion for the Bandit and I was seriously looking into it. At last contact it was not ready for market. Contact them to find out. Suzuki would be wise to look into a belt version of the Bandit. Quiet and next to no maintenance is the type of thing that makes a touring rider smile. It would also be lighter and less costly to build than a shaft drive. Being less costly is what Suzuki and this bike seem to be about.
Modifications
Powerbronze windscreen
Oxford Heated hand grips. (For touring in Canada heated grips are a must!)
Supertrapp Exhaust
Buell Pegs
Oxford LED signal lights
12V power outlet for running accessories
Mirror extenders
BadBoy Airhorn 139Db
Overall I was very impressed with this bike. The engine pulls hard while maintaining some character as well. The engine has been used by Suzuki for years and they have tweaked and improved it for a bullet proof mill. This is a very quick, powerful bike but does so in a manner that you can live with daily. In the city or on the highway it is just a fun bike that does almost everything.
It was fairly comfortable, with great handling and braking. Factory ABS was a surprise given the low overall price tag.
Sure there are fancier rides out there with more creature comforts but you pay for that in the price tag. The Bandit provides a lot of bang for relatively few bucks and with a few upgrades you will be able get some of those creature comforts you desire with less strain on your bank account. If you are looking for a fun bike to take you over long distance then you may want to take a look at the Bandit 1250. There are some great deals on used ones out there.
In 2010 Suzuki changed the bike and gave it a new, albeit boring, name; GSX1250FA It is no longer the Bandit but it is the same motor, transmission and frame and some of the issues in the cockpit have been addressed. Now it has a gear indicator, optional taller touring screen with adjustable wing, wider fairing and now the luggage is more complete with a top case. It is still priced much lower than most sport touring rides out there but will do the same roads with them.
If you want a do all bike with some grunt that won't hurt your wallet, take a look at a Bandit. Many good used ones out there.
Happy riding and don't forget to wear your gear....all the time.
So how did Suzy B rate as a long distance machine? Very, very well with a few 'buts'.
Reliability
I was never left stranded once. The only repair I had to do, outside of regular maintenance, was an oil pump seal that started to leak at 60,000km. Just over $200.00 to repair at a shop and something that a handy person could do on their own. I was 3 days from home so opted for paying a mechanic. She was still ridable and made the 2 hours to town without any more problem than a bit of oil mess.
Front and rear brake pads were replaced once. About normal for the highway kilometres ridden.
She ate 5 rear and 3 front tires in her lifespan. The stock tires it came with don't even deserve a mention as they were crap but thankfully wore out at 6000km so I could put something more worthy. I replaced the stockers with Michelin Pilot Road 2's and they had great traction and long life for a sport touring tire. The Bandit seemed to like them. This may seem like an odd statement to a non-rider but it is amazing how a tire can just feel right for a bike.
Economy
For a large displacement engine, weighing in with 1255 cubic centimetres to feed, she had respectable fuel consumption. I averaged 5.6 litres/100 km and could easily do 300km between fill-ups with 320km being the norm from the 19 litre tank. Usually it had a couple of litres still in there even after having the low fuel icon blinking at me for 70 km. I would have liked a bit more range and had been trying to figure out how to increase the tank capacity but 300 km+ is still fairly decent. I usually ran mid-grade as I determined no noticeable improvement with the high octane. Suzuki did a great job of tuning the engine for real world riding as it would run on low octane fuel without complaining, for those times when you found yourself in a situation where no premium fuel was available. No need to carry octane boost with this bike.
The Engine
I've read many magazine articles that say its all about the engine on the Bandit. You fall in love with the engine. Once I started riding my Bandit I knew what they meant. Cold or hot she always fired up with barely any cranking time and would quickly settle into a steady idle. Smooth and powerful with bucket loads of torque anytime you need it. It had a lot of burly muscle but did not have to scream it like so many sport bikes do. You just knew it would give you all the grunt you needed when called on. And I do mean anytime. In the city as low as 2500rpm it will just shoot forward building revs quickly. On the highway you rarely have to kick it down a gear for passing. Cruising speed would have you at around 4000rpm and that is where the fun starts. Just roll on the throttle and big 4 cylinder just pours on the acceleration. Need more oomph? Click it down a gear and then hang on.
Sadly Suzuki put a Kenworth size muffler on it and I had it replaced after the first season. It was too quiet a voice for such a spirited motor. There are many after market pipes out there and I recommend swapping the stock pipe out. The Bandit deserves a voice plus you shed a few pounds off the bike's overall weight and most likely will gain more power. I opted for a Supertrapp but after hearing my buddies Bandit I think that Holeshot makes a nicer pipe.
I followed the maintenance schedule and although the valves were checked they never needed adjusting in 62,000 kms.
Luggage
The Canadian version of the 1250 Bandit had Givi side bags wearing Suzuki labels. They were roomy, easy to take off of the bike and water tight. I tested their ability to keep things dry for hours on end thanks to many rain storms that volunteered us for the test.
At 34 litres each you can pack a lot of gear in them and for weekend getaways they should be all you need. My plan was to put a top case on but never got around to that part of the project.
There is a small bit of underseat storage where I crammed a few extra tools to go with the factory set.
Fairing protection
The Bandit was more of a last minute, lets use what we have, improvised sport tourer that Suzuki seemed to slap together to get them in the sport tourer market. This was not a machine that had been designed from the ground up to be a sport tourer. Basically they added bags to an already existing street model and hoped it would work. It did....But, as such the fairing was just adequate for weather protection when compared to the offerings from the other Japanese motorcycle manufacturers. That being said the Bandit is several thousands of dollars cheaper, so a little sacrifice here seems acceptable.
As a tall rider I had to upgrade to a taller windscreen and had one from PowerBronze. It provided a bit more chest protection but it did create a lot of helmet turbulence for my 6'3" frame. Shorter riders should be okay. I was looking into an air foil add on such as a Laminar Lip to correct that. From some of the online forum listings I read, other Bandit owners had reported good results . If you are tall you may want to consider one.
The side fairings could have been made to provide more leg protection for wet/cool weather riding. They fit so close to the bike that little extra leg protection is to be found. If you ride in areas that are more prone to heat then this fairing and windscreen set up will be more than enough. I often found myself laying on the tank bag trying to huddle behind the small pocket of protection on the many cold days I experienced. A better touring jacket would have helped on this issue as well.
Seat and riding position
Maybe I'm a glutton for punishment but I did all my riding on the stock seat, which, when combined with the under padded stock seat nature gave me, there is room for improvement. Long days in the saddle reminded me and my butt that it was a just a factory seat. I suggest adding a gel or memory foam seat either after market or custom made. It was on my list of things to do. The great thing about the Bandit seat is it is 2 separate cushions making a custom saddle for the rider lest costly. I would not worry about the passenger pillion as the bike is better suited for solo touring unless your passenger has short legs. The passenger pegs are a bit high for all day sitting, as reported by the privileged few I let ride on her, and those were just afternoon day rides.
Rider position is upright, hips and shoulders over the pegs (where they should be) and just a slight lean forward to the bars. At highway speeds just enough wind slips past the windscreen to hold your torso up. There is no strain on the wrists or back. The handlebars are old-school tubular ones so replacement ones are plentiful should you desire. For a little more arm room I merely loosened the bar clamps and rotated mine as far forward as possible to extend my reach. I then readjusted all the controls so they were at the right angle.
The seat has 2 positions and I chose the higher setting putting the seat height at just over 32 inches from the ground.
I did find the leg position to be a bit cramped for my long limbs but I also suffer from bad knees that ache if they have to be folded for long periods. Swapping the pegs to a set from Buell did the trick. It lowered my feet an inch and my knees no longer cramped up.
Suzuki had given me thick, rubber padded pegs which was overkill. The thinner Buell pegs sit at the same level with no loss of cornering clearance while forgoing the extra padding Suzuki felt necessary. Being unpadded was not problem as the engine vibration on the Bandit is almost nil. You do have to do a bit of drilling and grinding to make the pegs fit and you will need bigger support pins but if you have long legs it is worth an afternoon in the garage to make this modifcation.
Controls and suspension
The suspension is fairly simple, offering preload adjustment only. The rear shock is not a fun one to adjust so I had set preload at the 4th highest level, for touring with full gear, and left it.
Controls are pretty much standard layout. The analog tachometer is easy to read and the digital speedometer has large digits legible even at a quick glance. For some reason this gauge is not able to change between kph and mph. I blame the number crunchers for this omission. It would have been nice to switch to miles on my USA trips and given the low cost of today's electronics I was surprised this simple feature was not available.
The gas gauge could have had a bit more accuracy as it plays too far on the side of caution, informing you of needing fuel long before you actually do. It does this with a blinking icon that is not easily missed but is not intrusive either..
A gear indicator would have been nice as I often found myself forgetting which gear I was in, the engine so full of torque that it was not necessary to keep inventory of where the shift pedal was.
There are 2 trip meters which is handy. I used one solely for monitoring fuel range.
The mirrors were mostly vibration free until you hit extreme high speed. For tall riders they did a good job of showing you your elbows. I put on some extenders that solved the problem.
Final drive
Final drive on the Bandit is chain. Today's O-ring chains have long lives and are relatively cheap to replace when you have used up their lifespan. Some purists prefer chain. As a touring rider it was my least favourite thing on the bike. No matter what chain lube I tried there was always a bit of mess on the bike. It had to be lubed everyday when on trips, plus I had to carry that damn can of lube which took up the space of an extra T-shirt, or a couple pairs of socks or underwear. I loathed that damn can every time I took it out. There were also the periodical adjustments of the chain that just added to my dislike of chains for touring bikes.
There is a company called Scootworks working on a belt drive conversion for the Bandit and I was seriously looking into it. At last contact it was not ready for market. Contact them to find out. Suzuki would be wise to look into a belt version of the Bandit. Quiet and next to no maintenance is the type of thing that makes a touring rider smile. It would also be lighter and less costly to build than a shaft drive. Being less costly is what Suzuki and this bike seem to be about.
Modifications
Powerbronze windscreen
Oxford Heated hand grips. (For touring in Canada heated grips are a must!)
Supertrapp Exhaust
Buell Pegs
Oxford LED signal lights
12V power outlet for running accessories
Mirror extenders
BadBoy Airhorn 139Db
Overall I was very impressed with this bike. The engine pulls hard while maintaining some character as well. The engine has been used by Suzuki for years and they have tweaked and improved it for a bullet proof mill. This is a very quick, powerful bike but does so in a manner that you can live with daily. In the city or on the highway it is just a fun bike that does almost everything.
It was fairly comfortable, with great handling and braking. Factory ABS was a surprise given the low overall price tag.
Sure there are fancier rides out there with more creature comforts but you pay for that in the price tag. The Bandit provides a lot of bang for relatively few bucks and with a few upgrades you will be able get some of those creature comforts you desire with less strain on your bank account. If you are looking for a fun bike to take you over long distance then you may want to take a look at the Bandit 1250. There are some great deals on used ones out there.
In 2010 Suzuki changed the bike and gave it a new, albeit boring, name; GSX1250FA It is no longer the Bandit but it is the same motor, transmission and frame and some of the issues in the cockpit have been addressed. Now it has a gear indicator, optional taller touring screen with adjustable wing, wider fairing and now the luggage is more complete with a top case. It is still priced much lower than most sport touring rides out there but will do the same roads with them.
If you want a do all bike with some grunt that won't hurt your wallet, take a look at a Bandit. Many good used ones out there.
Happy riding and don't forget to wear your gear....all the time.
Posts
I agree whole heartedly with your excellent review. I purchased a 2009 GSX in Vancouver with top box and added a Sargent saddle, heated grips and touring windscreen. I removed the fairings and added highway pegs. While I am 5'9" I have a right below knee prosthesis and like to extend my legs periodically. I put 35,000kms on this summer explored most of B.C. and western Alberta before heading up to the Yukon via the Stewart-Cassiar and Alaska highways. Not a single problem! I've owned Hardly Davidsons and a Goldwing. I prefer The Bandit(GSX-SEA)over both, for its usable power, comfort, sportiness and its' extreme versatility. Bang for the Buck... It is not your father's UJM.
ReplyDeleteAll the Gear, All the time.
Great write-up and on spot. I own the bike that was used for the Scootworks prototype belt drive system. Previous owner had the work done. The belt makes this bike almost perfect. Not sure if the price is justified, but hey, I didn't pay for it ;-)
ReplyDeleteI am 6'4" and would love a little extra stretching room, but not paying FJR or K-bike money for primarily a commuter (of which the Bandit excels) just for the rare getaway. Researching Highway pegs to purchase to help with the longer trips.
I bought my bike after reading your rerview :) It is pretty much identical to the one that you have pictured. I am based in the UK and I commute 600 miles per week - this bike is my perfect partner!
ReplyDeleteI have just ordered a new can for it as the one that is supplied is a little quiet for my likeing - I leike people to know that I am coming up behind them and will shortly be scooting on past ;P
Thanks for the review,
Ian - UK
I have a 2008 1250 Bandit with 50K miles on it and it's an awesome bike with an incredible engine...pure torque! The speedometer can be switched between kph and mph easily by just holding the trip button down when it's showing total miles, takes about 2 seconds.
ReplyDeletei own a k8 bandit 1250s ABS....if u only have room in ur life for 1 bike...pick 1 that does everything well...bandit fits the bill perfect..big powerful reliable comfortable smoooooth fast ish and cheap to run...even looks good..
ReplyDelete