Manuals and documentation for Suzuki GSF 1250 Bandit

The Suzuki Bandit is a four-cylinder carbureted motorcycle designated under the GSF series. It comes in a 600cc configuration. cm or 1200 cc. Carburetor adjustment is necessary when changing the intake, exhaust or modification for better performance. Emission regulations in your region affect what carburetor adjustments you can legally make to your motorcycle. Carburetor adjustment requires the same procedure, but may vary slightly from model to model. Consult your management before starting any project.

Specification

After the September,1992 (40H.P. types) with as for changing(this part)
Dimentions(LengthxWidhtxHeight) 2,050x700x1,060 mm 2,050x745x1,075 mm(Pipe handle type) 2,050x700x1,155 mm(GSF250ZM/ZP “LIMITED ” edition) 2,050x735x1,060 mm(Pipe handle type in and afterwards.) Wheelbase 1,435 mm Ground clearance 155 mm Seat height 750 mm Weight 176 kg(387 lbs) 179 kg(394 lbs)(GSF250ZM/ZP “LIMITED” edition) Distance until it stops(50 km/h) 14.0 m Fuel consumption(50 km/h constant bench test) 42.5 km/Litter(43.5 km/ Litter)

ENGINE:

Type 4-stroke, liquid-cooled, DOHC 16-valves Cylinders 4 Displacement 248 cm3 Bore and stroke 49.0×33.0 mm Compression Ratio 12.5:1 Lubrication system Wet sump Maximum power 45H.P./14,500 r/min.(40H.P ./13,500 r/min.) Maximum torque 2.6kg.m/10,500 r/min.(2.7kg.m/10,000 r/min.) Fuel Unleaded petrol Fuel tank capacity Total 14 Litter (Reserve 3.5 Litter)

DRIVE TRAIN:

Transmission 6-speed constant mesh (1-down, 5-up) Primary reduction: 2.285 Final reduction: 3.769(13Tx49T) Gear ratio 1st: 3.083 2nd: 2.200 3rd: 1.722 4th: 1.450 5th: 1.315(1.285) 6th: 1.227( 1.150) Clutch Wet multi-plate type Drive chain DID 520V7 / RK 520SMOZ9 116 Links

CHASSIS:

Suspension F: Telescopic, coil spring, oil damped R: Link type, coil spring, oil damped Stroke / Travel F: 120 mm R: 131 mm Caster / Trail 26 degrees / 101 mm Steering angle R/L: 32 degrees Minimum turning radius 2.9m Tire size F: 110/70-17 54H R: 140/70-17 66H

ELECTRIC:

Ignition type Electronic ignition (Transistorized) Battery type YTX7A-BS 12 V / 6 Ah (10 HR) Spark Plugs NGK: CR7E,CR8E(Normal),CR9E ND: U22ESR-N,U24ESR-N(Normal),U27ESR-N

GSF250 and GSF400[edit]

Suzuki GSF400 1991

1995 Suzuki GSF250V with modified exhaust.

Created in 1989, the GSF250 and GSF400 are naked street motorcycles, with liquid-cooled, inline-four cylinder engines derived from the GSX-R250 and GSX-R400 motorcycles, mounted as shock members in a steel Trellis frame with a single rear shock absorber. Aside from the engines and transmission, the little bandits share many common parts. Limited editions feature a retro-style upper fairing. Models designated "N" have a clip-on handlebar. Both GSF and Bandit nomenclature are used in the series' chronology and market geography.

The first generation GSF250 (GJ74A) produces 45 hp. (34 kW), and GSF400 (GK75A) - 59 hp. (44 kW). The GSF400 handles additional power with a 525 chain and dual disc front brakes (single disc in North America) compared to the 520 chain and single front disc on the GSF250.

Since 1991, the GSF400V received variable intake timing using a solenoid-controlled rocker arm engagement with additional cams. Although these models are commonly referred to as "GSF400V-V", the "-V" actually denotes the 1997 model year Suzuki motorcycles. VVT models are usually recognized by their red engine cover, and in some cases by their light gray engine cover. The GSF250V appeared later, in 1995.

In 1992, engine tuning improved low- and mid-range torque and peak power was reduced to 53 hp. (40 kW) for GSF400 and 40 hp. (30 kW) for GSF250.

In 1995, the second generation GSF250V (GJ77A) and GSF400(V) (GK7AA) introduced significant updates, including a new design, fuel tank, swingarm, air cleaner assembly, exhaust system, seat, controls, console, etc.

Models GSF250

[4]

• GSF250 - production years K (1989), L (1990), M (1991), N (1992), P (1993), R (1994).
• GSF250V - production years S (1995), Y (2000).
• GSF250Z - limited edition, production years M (1991), N (1992), P (1993).
• GSF250VZ - limited edition, model year S (1995).

GSF400 models

[5]

• GSF400 - production years K (1989), L (1990), M (1991), N (1992), P (1993), R (1994), S (1995).
• GSF400V - VC engine, production years M (1991), N (1992), P (1993), R (1994), S (1995), V (1997).
• GSF400Z - limited edition, model years 'L' (1990, SUZUKI 70th Anniversary "LIMITED" edition), 'M' (1991).
• GSF400VZ - VC engine, limited, production years M (1991), N (1992), P (1993), V (1997).

Specifications [edit]

Electric parts check

Ignitor

1. To ignition coil (#2,#3)
2. To ignition coil (#1,#4)
3. (No connection.)
4. (No connection.)
5. Battery(+12V)
6. Frame ground(0V)
7. From signal coil(+)
8. (No connection.)
9. From signal coil(-)
10. (No connection.)

1989 -> August,1992 (45H.P. types)

Unit is kilo-ohms. “X”=Infinity.

After the September,1992 (40H.P. types)

Unit is kilo-ohms. “X”=Infinity.

An exact value will not come out when the battery of Multimeter is old.

Value is not absolute, Even if measured value is within the limits, there is a case which is very rarely out of order.

Regulator-Rectifier

Unit is kilo-ohms. “X”=Infinity.

An exact value will not come out when the battery of Multimeter is old.

Value is not absolute, Even if measured value is within the limits, there is a case which is very rarely out of order.

Others

Ignition timing BTDC 20 degrees/1,800 r/min. Battery charging voltage 13-16Volts(5,000 r/min.,Between battery terminals) Ignition coil resistance(A plug cap needs to remove and measure.) Primary side: 2.5-3.8ohms Secondary side(Plug code side): 13-18Kilo- ohms Signal generator resistance 269-404ohms(Between the Brown and Black/Blue line.) AC generator Connect three yellow lines electrically. Neutral switch Blue line and ground (engine or frame) in is measured. Neutral: Short The rest: Open Side stand switch Green line and Black/white line in is measured. (Note it in the direction of the diode on a Black/white line.) Push: Short Release: Open Side stand diode Electricity must flow from A only in the direction of K. Side stand relay 1-2: Open When the direct current voltage of 12V is applied between 3 and 4, 1 and 2 are short. Starter relay 1-2: 3.5-5ohms When the direct current voltage of 12V is applied between 1 and 2, 3 and 4 are short. CAUTION: Wire after removing everything.

Video

Suzuki GSF 1200 Bandit

For a long time it was the flagship of the entire Bandit line. Appearing in 1995, this motorcycle was produced until 2006, after which it was replaced by an updated 1250 cc version. The model was extremely popular, becoming a bestseller at one time, and even now there are plenty of offers on the secondary market. The motorcycle turned out to be powerful, reliable and unpretentious, thus adopting all those advantages for which the owners love the representatives of the GSF series.

Like the younger representatives of the line, like the Suzuki Bandit 750, the 1200 cc model had a steel frame, very similar, by the way, to that of its 750 cc brother, and an in-line 4-cylinder air-oil-cooled engine. The gearbox remained 5-speed, and four carburetors were responsible for powering the engine. The Bandit 1200 was produced in two versions, a regular version without a body kit, and an S version equipped with a plastic fairing.

The first major update was made in 2001, when the entire motorcycle was significantly modernized. The gas tank was increased to 20 liters, the front brakes received 6-piston calipers, and the frame geometry was changed. In addition, the second generation Suzuki GSF 1200 Bandit received a more powerful clutch, a larger oil cooler, new camshafts and a slightly changed appearance. The biggest advantage was the change in the character of the engine, as the designers managed to get rid of a slight dip in the mid-speed range.

By the way, about the engine. Its characteristics are generally comparable to those of its closest competitors, the Yamaha XJR 1200 and Honda CB1000. The Bandit’s engine is very high-torque, it is capable of producing 98 hp. and 92 Nm of torque. It is distinguished by powerful traction from the bottom, thanks to which it is quite capable of “shooting” from traffic lights with truly frightening dynamics. The engine, however, is not lacking in performance either – the sporting roots of the entire GSF line are felt. But sixth gear in the gearbox, of course, would not hurt. The maximum speed of the Suzuki Bandit 1200 is 230 km/h, and it accelerates to 100 km/h in 3.1 seconds, which is comparable to the most powerful modern sportbikes of approximately the same cubic capacity.

Yes, the 1200 cc Bandit has plenty of speakers. Fortunately, Japanese engineers also thought about this, so they endowed their creation with hellishly tenacious brakes, installing two 310 mm brake discs with 4-piston (6-piston since 2001) calipers on the front wheel. The rear brake consists of a 240mm disc and plays the role of an auxiliary one. In addition, the Suzuki GSF 1200 S offered an ABS system as an additional option (in 2006 it was also available on the naked version). The motorcycle suspensions are noticeably stiff and have little free play. In terms of comfort, the Bandit 1200 is clearly inferior to the aforementioned XJR 1200, but noticeably superior to it in handling. The “Bandit” is capable of sharp maneuvers, which he copes with effortlessly; the owner’s skills would be enough. And the disruptive nature of the engine also sometimes makes you want to drive in a fairly aggressive style.

The reasons for such popularity of the Suzuki GSF 1200 are quite understandable. Simple, powerful, with excellent brakes and a daring character, this motorcycle is capable, to one degree or another, of everything - taking the owner around the city from home to work, giving him adrenaline on the track or on an empty highway, and allowing him to go on a long trip for a couple of thousand kilometers. Of course, you can’t recommend it to a beginner due to its enormous power and unwillingness to forgive typical mistakes of novice motorcyclists, but experienced bikers really appreciate the GSF 1200.

Specifications

Comparative table of technical characteristics of the Suzuki GSF1200 Bandit motorcycle of the 1st and 2nd generations:

History

Video

Suzuki GSF 250 Bandit

the first generation, produced from 1989 to 1994, is the youngest motorcycle in the famous line of Japanese “Bandits”. Along with the GSF 400, it was one of the first representatives of this line to appear on the assembly line, and it was partly thanks to it that the Bandit series became so popular. Representing a classic road bike, this model gave bikers what they needed - a reliable, inexpensive, attractive and, at the time of its release, a completely modern motorcycle.

Despite its small cubic capacity, the Suzuki GSF 250 was equipped with an inline four-cylinder liquid-cooled engine, borrowed with some modifications from the GSX R250 sports bike. The power of this power unit varies from 38 to 45 horsepower depending on the year of manufacture and, accordingly, modification of the motorcycle. The 45-horsepower engine originally had red-painted valve covers - fans of the Suzuki Bandit line know firsthand about the “red-headed Bandits.” The maximum torque of the Suzuki GSF 250 engine is 25 nM, which is not much, but for a light motorcycle this is quite enough. The main gear drive is a chain. The transmission is six stages, the gearbox is interlocked with the engine in one unit.

Thanks to the impressive power volume for 250 cubic centimeters and low weight (the dry weight of the Suzuki GSF 250 Bandit is only 144 kilograms), the motorcycle turned out to be very dynamic and with a perky character. Compact (length - just over two meters), light, nimble, the youngest of the "Bandits" is designed to easily get through city traffic jams. Outside the city, where speeds are often higher and crosswinds sometimes create problems, the GSF 250, of course, does not feel so confident. A light motorcycle is noticeably blown away by the side wind, and from cars passing towards you at a decent speed it simply shakes.

Short first gears contribute to the pleasant dynamics of the motorcycle. Despite the modest torque, it accelerates very quickly and is capable of giving the motorcyclist a lot of adrenaline. True, the small size makes some adjustments - the Suzuki GSF 250 Bandit will be a bit cramped for a tall biker. But for a beginner, or just a thin and short rider, it will be just right. The maximum speed of the younger “Bandit” is 180 kilometers per hour, which is simply an excellent indicator for a 250 cc motorcycle, especially one developed almost three decades ago.

The element of the Suzuki GSF 250 is city streets. He feels right at home on them, and the 14-liter gas tank means he doesn't have to think about refueling too often. However, in the combined cycle, the forced GSF 250 engine easily consumes 5 liters or more. The bike readily digests AI-92, but sometimes it “sneezes” from bad gasoline.

For its time it was simply a gorgeous motorcycle. It cost less than 400 cc bikes, and rode no worse, and sometimes better, than them. At the same time, the signature style and reliability of Suzuki were transferred to the GSF 250 Bandit from its brothers in full. And now, despite their advanced age, these motorcycles are sometimes found on the secondary market, so novice bikers should take a closer look at them - they are an interesting option.

GSF650[edit]

2005

The last of the air/oil cooled Suzuki Bandit 650.

The launch of the Bandit 650 and the semi-wrapped Bandit 650S took place in Tarragona, Spain.

• Engine capacity increased by 56 cubic meters. See for improved low and mid speed performance.
• The seat and steering wheel are height adjustable
• New engine internals provide less friction for smoother operation and increased power.
• Modified four into two exhaust system.
• Modified fuel tank
• New halogen headlight
• New digital LCD display combining speedometer, odometer, trip meter, fuel gauge and clock
• Increased chassis rigidity and upgraded suspension
• Overall weight reduced
• ABS available as an option
• Speedometer/odometer switchable between metric and imperial
• Suzuki PAIR Exhaust Air Injection System (Pulsed AIR)

2006

No significant changes.

2007

Current generation Bandit 650S

Suzuki developed a new water-cooled engine specifically for the 2007 Bandit 650, unlike earlier models that used redesigned engines from other models. [6] However, much of the chassis and body remained unchanged from the 2005 model.

• Meets Euro3 emission standards
• 656 cc displacement, inline four all-aluminum liquid-cooled engine
• Electronic fuel injection with dual throttle body system (similar to Suzuki GSX-R and V-Strom)
• 10% stiffer frame and longer swingarm
• Stiffer rear shock, but softer front forks
• Claimed 85 hp (63 kW) at 10,500 rpm (up to 7 hp)
• 12,500 rpm Redline
• Same 20 liter (4.4 US gal; 5.3 US gal) fuel tank as the previous model, but the fuel pump takes up about 1 L.
• Hydraulic clutch
• 14 kg heavier

The 2007 Bandit 650 was reviewed by Bike magazine as "de-criminalized" compared to its earlier siblings, but a good bike for beginners. [7]

No longer available in the US.

2008

No longer available in Canada. Replaced in North America by the new fully faired Bandit-derived GSX650F.

2009

In November 2008, Suzuki announced the following changes to the 2009 GSF650N and GSX650S models. [8]

• Smoother headlights
• Slightly different frame covers
• Thinner taillights
• Reshaped exhaust pipes
• Single instrument housing with analogue tachometer, digital LCD speedometer, fuel gauge, clock and gear indicator

Suzuki also announced the following changes.

• GSF650N only: more angular headlights.
• GSF650S only: Redesigned fairing with stacked multi-reflector high and low beam headlamps, in-fairing storage, and new mirrors and turn signals.

GSX650F[edit]

Suzuki GSX650F, in many ways a reworked Bandit.

The GSX650F, produced since 2008, is essentially a variation on the Bandit 650, with almost the same specifications and components. [9] Although built on the Bandit chassis, the additional lower fairing gives it a sportier appearance, similar to the GSX-R series. The engine has also received minor tweaks to boost revs, and the suspension has been tweaked. It also has a different one-piece seat.

HISTORY

Model code name Beginning of chassis No.
Changed part from a pre-model.

/Date

45H.P. types (1989-1992)

GSF250 GJ74A-100001-
Sepatrate handle,First model.

/December,1989

GSF250N(pipe handle model) GJ74A-104333- /April,1990

• Pipe handle.
• A characteristic change of a rear shock unit was made. Red paint is in an upper end as a mark.

GSF250ZM(“LIMITED” edition) GJ74A-115400- /May,1991

• Frame mounted half cowling,Mirror,GSX-R type meter unit.
• Processing was given stop sliding on the outer skin of a sheet.
• The surface treatment of engine parts was changed partially.
• Change of an arrangement of a carburator.

40H.P. types (1992-1994)

GSF250P GJ74A-122208- /September,1992

• Power was downed to 40H.P. and torque was raised a little. Changed Cam shaft,Signal generator,Ignitor unit,Carburator parts,and more..
• Red zone turned from 16,000 r/min. up on Tachometer, limit 18,000 r/min.
• Gear ratio of 5th and 6th is set up highly.
• Light-switch and position-lamp are abolished and it always came to switch on the light.
• Turn signal light lens was roundish.
• Since the Turn signal circuit was mechanical, shortly after becoming a transistor type and turning on the switch, it came to switch on the light.
• Pattern on the surface of a grip changed to the type which drew the line aslant.
• Six hollows which suited the clutch cover on the right-hand side of the engine were lost. However, there was no “LIMITED” edition from the beginning.

GSF250NP(pipe handle model) GJ74A-122608- /October,1992

• 40H.P. Pipe handle.
• A characteristic change of a rear shock unit was made. Red paint is in an upper end as a mark.
• Others are the same as GSF250P.

GSF250ZP(“LIMITED” edition) GJ74A-125228- /May,1993

• 40H.P. “LIMITED” edition.
• Solid coloring.
• Others are the same as GSF250P.

GSF250R(GJ74A Final model) GJ74A-127631-
But unknown for details, as the paint color of the body only changed.

/October,1993

GSF250NR(GJ74A Final pipe handle) GJ74A-127811-

But unknown for details, as the paint color of the body only changed.

/October,1993

1994 were full and production was ended. 1995-2000 New model GJ77A

• SPECIFICATIONS & DATA
• SERVICE DATA

It quotes from- SUZUKI Bandit250 Service guide book(1989) SUZUKI Bandit250 Owner's manual(1990 Separate handle type)

Video

• A brief inspection and launch of the Suzuki GSF 1250 Bandit motorcycle.
• A brief inspection of the Suzuki GSX 1250 FA Bandit motorcycle.
• A brief review of the Suzuki GSF 1250 SA Bandit motorcycle.

Motorcycle Suzuki GSF 1250 Bandit

has been in production since 2007, and is currently the eldest of the Bandits. Built on the basis of its 1200 cc predecessor, it was more technologically advanced from the very beginning of its release, and the designers decided to deviate from the classic design with a round headlight, presenting the public with a more angular, modern-style naked bike. However, there is also a version of the GSF 1250 S, dressed in a plastic body kit.

Having replaced the Suzuki Bandit 1200 in showrooms in 2007, three years later the model was modernized. Also starting this year, the GSX 1250FA Bandit version began to be sold, which is actually the SA version of the Bandit, but with a full front fairing, like on a sportbike. In 2015, the design of the SA modification changes, the motorcycle receives a full fairing, like on the GSX 1250FA, but the naked version, unfortunately, was discontinued back in 2012.

“Bandit” has to compete with such models as Kawasaki ZRX 1200 and Yamaha MT-09, also known as FZ-09. However, it has enough arguments for reasonable debate... For example, its engine, which is once again a modified power unit from the GSF 1200, is simply magnificent. True, on the Bandit 1250 this engine received liquid cooling instead of air-oil cooling. Its power remained the same - 98 hp, but the torque increased from 92 Nm to 108 Nm. The gearbox became 6-speed.

This “skew” towards torque had the most positive effect on the acceleration dynamics - it became simply frenzied; when the gas was sharply opened, the motorcycle literally shot forward with monstrous energy, and at almost any speed. The technical characteristics of the Suzuki Bandit 1250, however, are almost identical to those of its 1200 cc predecessor. The maximum speed is 225 km/h with acceleration from 0 to 100 km/h in 3.2 seconds.

One of the features of the GSF 1250 is smooth traction throughout the entire range, and the traction is very powerful, but devoid of the catches and dips characteristic of forced motors of sportbikes. The brakes correspond to the dynamics, the same ones were installed on the Bandit 1200 of the last years of production. Six-piston calipers on powerful front brake discs stop the bike very effectively, and the Bandit 1250 engine brakes very effectively. An ABS system is also available as an option.

The character of the older “Bandit” is similar to the character of its predecessors, starting with the Suzuki GSF 400 and ending with the GSF 1200. In other words, it is just as “angry”, conducive to aggressive driving and requiring honed control skills from its owner. By the way, the suspensions on the GSF 1250 have become significantly better compared to previous models, and have also acquired the ability to adjust the preload. As for the volume of the gas tank, it is 19 liters, with consumption starting at approximately 6 liters per 100 km.

This motorcycle is aimed at experienced bikers who can cope with its enormous power and brutal dynamics. In addition, the dry weight of the Suzuki Bandit 1250 at 225 kg hints that the owner of this bike would very much like to be physically strong enough to handle it.

Specifications

Technical characteristics of Suzuki GSF 1250 Bandit:

Video

Suzuki GSF 750 Bandit

- a classic road motorcycle, one of the representatives of the legendary Suzuki Bandit line. However, it is not so classic. No, no, it belongs exactly to this class, but the recipe according to which the Bandit 750 is built is somewhat different from the standard one. This motorcycle has a pedigree from sportbikes, and you readily believe it after riding it at least once.

Yes, yes, the Bandit 750 got the engine from the previous generation Suzuki sportbike - the GSX-R750 from the late 80s of the last century, this is a liquid-cooled in-line four with a power of 77 hp, capable of easily accelerating the Bandit to 220- 230km/h. The gearbox is a standard of standards, manual transmission-5, the drive is, of course, chain, and fuel is supplied to the engine through four carburetors. The frame also does not shine with novelty - the most common tubular design.

However, the relationship between the Suzuki GSF 750 and sports motorcycles is not limited to the engine alone. The suspension on this bike is exceptionally good, especially considering the year it was developed. Both the front and rear are adjustable, and while the front fork can only be adjusted using pretension, the Bandit 750 rear shock absorbers also allow you to adjust the rebound. Thus, the suspension of this motorcycle can be fully adjusted to suit your weight and your riding style, and this eliminates the primitive frame. The brakes of the Suzuki GSF 750 are also very good even by modern standards, and do not require any mandatory modifications.

Eager to prove itself to be just about the perfect city bike, the Bandit 750 is very easy to handle, zipping through traffic and playfully weaving between cars. The 200-kilogram motorcycle has an average seat height and a moderately high center of gravity, which allows people of average height and build to handle it. In addition, the fit is extremely comfortable - standard, yes, that’s a fact, but comfortable. But what is upsetting is the complete lack of any wind protection on the Suzuki GSF 750. Already after 140-150 km/h the wind tries to blow the motorcyclist off the saddle, so installing a windshield will be a useful tuning.

It is also worth noting that for a road motorcycle, the Bandit 750 is surprisingly stable on the road, including on poor asphalt, and resists well even strong side winds. Perhaps the matter is not the smallest weight of the motorcycle, but the fact remains that the Suzuki GSF 750 confidently holds the road, like some two-liter cruiser like the Yamaha Stratoliner or Kawasaki VN 2000 Vulcan. At the same time, such cruising stability does not affect handling in any way - the Bandit 750 maneuvers willingly and without strain.

Of course, this motorcycle can be called hopelessly outdated these days. A primitive frame, carburetors, considerable weight - this is all a reality that has remained in the past. Look at some modern Honda CB1000R - you won’t see such atavisms there. But even today, the Suzuki GSF 750 boasts an excellent engine, suspension and brakes, and even gives some competitors a head start. So it’s too early to retire the old Bandit 750 - it’s still in service.

GSF750[edit]

The Bandit 750 was a Japanese-only model, using parts from the 600 and 1200 models; the front frame support was identical to the 600, the rear subframe was identical to the 1200 with bolt-on running boards in the rear seat, the clock was 1200 units with a higher redline on the tachometer of 12,000 rpm (versus 10,000 for the 1200), including a fuel gauge which was missing in 600 models of that time. The chassis and suspension were the same as the 600. The engine, although externally identical to the 600, had a displacement of 748 cc. See The carburetors were similar to the 600 except for the injector, while the exhaust was identical to the 1200. The 750 came with a 6-speed gearbox like the 600, as opposed to the 5-speed on the 1200. Claimed power was 85 bhp. (63 kW). All cars were limited to 180 km/h (110 mph) under Japanese regulations, but these were easily overridden to a true top speed of 220 km/h (140 mph).

Brief history of the model

Model

: Suzuki GSF250 Bandit (Japan).
Factory designation
: GSF250.

: Suzuki GSF250 Bandit (Japan).
Factory designation
: GSF250N.

Model

: Suzuki GSF250 Bandit Limited (Japan).
Factory designation
: GSF250ZM.

Model

: Suzuki GSF250 Bandit (Japan).
Factory designation
: GSF250P, GSF250NP.

Model

: Suzuki GSF250 Bandit (Japan).
Factory designation
: GSF250R, GSF250NR, GSF250ZP.

• 1994 – model not produced.
• 1995 – restyling of the model. Second generation – GJ77A.
  The model receives an updated appearance and dashboard design. The steel pendulum is replaced by an aluminum one. The fuel tank capacity increases from 14 to 15 liters. The appearance of modifications with a VC engine (“red heads”).

Model

: Suzuki GSF250 Bandit;
Suzuki GSF250 Bandit (VC-engine) (Japan). Factory designation
: GSF250S, GSF250VS.

Model

: Suzuki GSF250 Bandit;
Suzuki GSF250 Bandit (VC-engine) (Japan). Factory designation
: GSF250S, GSF250VS.

Model

: Suzuki GSF250 Bandit;
Suzuki GSF250 Bandit (VC-engine), Limited (Japan). Factory designation
: GSF250V, GSF250V-V, GSF250VZ-V.

Model

: Suzuki GSF250 Bandit (VC-engine) (Australia).
Factory designation
: GSF250VY.

GSX150[edit]

GSX150

Bandit's first single-cylinder motorcycle, the GSX150, was launched at the Gaikindo Indonesia International Motor Show in August 2022 in South Tangerang. The GSX150 was built to meet the Indonesian market's demand for more comfortable commuter bikes. It is based on the standard GSX-S150 motorcycle (itself based on the GSX-R150 sports motorcycle) with changes to the headlight, taillight and chassis to support a lower tandem seat. [28]

In March 2022, the GSX150 was launched in Thailand and imported from Indonesia. [29]

Maintenance data

Driving operation

Front brake lever play 5-20 mm(Lever tip) Rear brake pedal play 5-15 mm clutch lever play 10-15 mm(Lever tip) Throttle wire play 2-4 mm(Accelerator grip rotations)

Chassis

Tire pressure F: 2.00 kg/cm2 R: 2.25 kg/cm2(2.50 kg/cm2:Dual riding) Wear limit of tire groove F: 0.8 mm(Recommendation limit 1. 6 mm with respect to safety) R: 0.8mm(Recommendation limit 2. 0 mm with respect to safety) Looseness quantity of drive chain 25-35 mm(Center stand, intermediate position) Extension limit size of drive chain 319. 4 mm(Between 21 pins)

Suspension

Front suspension Designated fork oil: #10 Fork oil level(No spring,Full compress,Height from the upper end of a pipe to oil surface):

• Separate handle model: 84 mm
• Pipe handle model: 82 mm
• GSF250ZP(40H.P. “LIMITED” Edition only): 103 mm

Fork oil capacity(Single side):

• Separate handle model: 570 ml
• Pipe handle model: 516 ml
• GSF250ZP(40H.P. “LIMITED” Edition only): 550 ml

Coil spring free length / Use limit:

• Separate handle model: 315/302 mm
• Pipe handle model: 315/298 mm
• GSF250ZP(40H.P. “LIMITED” Edition only): 285.5/275.1 mm

Rear suspention stopper position 4/7 Engine oil SAE 10W/40, API SE or SF Change: 2,700 ml Filter change: 3,000 ml Overhaul: 3,400 ml Coolant including Reserve tank: 150-250 ml Engine: 1,700 ml Idle speed 1,600 r/min . Pilot screw(PS) Master returnig About 1 rotation. Spark plug GAP 0.7-0.8 mm Compression(Accel full open,Starter motor ON) Standard: 11.5-13.5kg/cm2(450 r/min.) Use limit: 8kg/cm2 Difference between cylinders: Less than 2kg/cm2 Valve clearance( Cold) Intake: 0.17-0.27 mm Exhaust: 0.20-0.30 mm Valve timing Intake: Open: 33 degrees BTDC (40H.P. types: 24 degrees BTDC) Close: 58 degrees ABDC (40H.P. types: 44 degrees ABDC) Exhaust: Open: 63 degrees BBDC (40H.P. types: 44 degrees BBDC) Close: 35 degrees ATDC (40H.P. types: 24 degrees ATDC)