Suzuki GSF 650 Bandit – technical specifications of a naked bike

In 2005, Suzuki decided to update the Bandit line. The 600-cc version is being replaced by a model with a larger cubic capacity and a radically redesigned filling. From its predecessor, the new Suzuki Bandit GSF 650 receives variable height of the handlebars, saddle and footpegs . But just as before, the user is offered a choice between a pure naked and a version with a front half-fairing.

In general terms, until 2007, the model repeated its parent. But in the middle of this year there is a complete restyling . The engine is changed, it receives fuel injection and liquid cooling, and SDTV - the brand’s own development for power control. Instead of a cable, the clutch gets hydraulics, optional ABS appears and much more.

Like its predecessor, the Suzuki Bandit GSF 650 has been produced for 10 years . In 2015, the latest version of the motorcycle with a fairing rolls off the assembly line. The naked bike was discontinued several years earlier.

Specifications

The first generation engine (2005–2006) is carburetor with air-oil cooling.

As before, the engine is based on the sports model GSX-R .

The experience of the 600 also played a role - the traction adjustment is made in such a way that the bike rides equally well at any speed. Users note a slight dip in the mid-range, but many carburetor motorcycles suffer from this “disease.”

Installing an injector in the second generation solved this problem. Otherwise it was a pretty standard engine:

• working volume - 656 cm3;
• number of cylinders - 4, in-line arrangement;
• number of cycles - 4;
• number of valves - 16, 4 per cylinder;
• power - 78 (86) hp;
• torque - 59 (62) Nm;
• cooling - air (liquid);

  First generation engine oil cooler.

• fuel supply - Keihin 4x carburetor (injector + SDTV);
• ignition - transistor, TDI;
• start - electric starter;
• tank volume - 20 (18) l.

Values ​​after restyling in 2007 are indicated in parentheses. It can also be noted that the new engine met EURO-3 .

The second generation engine (since 2007) is injection and liquid cooled.

It is curious that according to the developers, the fuel tank has not been changed; it still “holds” 20 liters . But at the same time they “forgot” to indicate that the presence of a submersible pump, which appeared in the new version, reduces the useful volume by 2 liters .

Transmission and clutch

The main drive is a classic chain drive.

The motorcycle was equipped with a 6-speed gearbox.

The travel of the shift pedal is within normal limits, but users noted that even though the numbers are “almost close,” it is comfortable to drive both in sixth and first. “You need to switch so rarely that sometimes you forget which stage you have on.”

Restyling 2007 did not change the clutch.

• It remained multi-disc, in an oil bath . But the transmission of force has become different. hydraulics appeared .
• They did not touch the main drive - the chain .

Brakes

Front brakes.

Rear brakes.

But the changes had an impressive impact on the brake discs.

Front: brakes:

• number of disks - 2;
• diameter - 290 (310) mm;
• support - 2x (4) piston.

Rear brakes:

• number of disks - 1;
• diameter - 240 mm;
• support - 2-piston.

And ABS was also offered as an option . True, it was not included in the stock package. Installation was offered only in authorized brand showrooms. You could choose whether to put it on the front or not. It was always placed on the back.

It is curious that during further work on the 750 cc version, the changes were abandoned.

Bandit family

Classics and common sense will never die, even if it seems that they have been forgotten. Today we’ll talk about real Suzuki iron motorcycles before they become part of history. What could be interesting about modern motorcycles with a classic layout? Technical features and characteristics have already come to a common denominator; charisma has been replaced by the efforts of marketers to match what is desired to reality. No matter how it is! Among the variety of models, the legendary motorcycles of the Suzuki GSF Bandit family are distinguished by a qualitatively large number of fans and admirers.

Suzuki
GSF 250 Bandit (1989–2000)

The founders of the series back in 1989 were the Suzuki GSF250 Bandit and Suzuki GSF400 Bandit. The 250, despite its modest size, is an iconic device. They don't make things like that anymore. A small in-line slightly derated engine from the GSX-R250 with a displacement of 248 cm³, enclosed in a fairly rigid and modern chassis, spins up to an impressive 18,000 rpm, producing a maximum power of 38–45 hp. With. (depending on the year of manufacture) at 14,000 rpm. There are motorcycles with the valve cover painted bright red. This is nothing more than the creativity of young “pioneers” armed with a brush or a spray can. There have never been red-headed “checks”!

There are two types of engines. The first was installed in 1989–1994, its power ranged from 38 hp. With. up to 45 l. With. Since 1995, the second generation of motorcycles was equipped with a single power unit with a modified fuel supply system and power limited to 38 hp. With. In addition to the engine, the second generation is distinguished by a frame, different fasteners for the front fender and a more capacious gas tank. In 1991 and 1993, the plant produced limited edition motorcycles with a large fairing in the Cafe Racer style. The first generation of “two hundred and fifty” (true for the GSF400) lacks underseat glove compartments and undertail, but does have a hugger.

Over the years, two different power systems were installed - downdraft (diffusers facing vertically) and sidedraft (diffusers facing sideways) with, accordingly, different filter systems.

The appearance compares favorably with ordinary boring classics by the presence of sporty, dynamic notes, which are created by the rapid lines of plastic cladding and a steel tubular frame reminiscent of a “birdcage”. The motorcycle can be uniquely identified among the entire family by its single brake disc at the front.

It is also worth mentioning that the motorcycle requires good maintenance. A high-speed engine must be fed with the best oil; a compression ratio of 12.5 clearly indicates the use of high-quality high-octane fuel.

The main problem of all bandits produced before 2005 is constantly leaking carburetors. To a greater extent, this applies to Mikuni carburetors, which were installed on the Bandit 250, Bandit 400 and Bandit 1200. On the Bandit 600 and Bandit 750, Keihin carburetors were installed, which were less troublesome to operate and maintain. But most of all, mechanics and owners always suffer with the “250” and “400” due to their antiquity and weariness!

Buying a Suzuki GSF250 Bandit is objectively not the best idea. The motorcycle is about to fall into the category of antiques, and servicemen do not favor it, considering it problematic for repair and maintenance. The main problem from which all the others flow is venerable age. It is important to carefully inspect the fork and shock absorber before purchasing - these elements rarely survive to this day. It was possible to find a truly living specimen 7–10 years ago. Nowadays, a relatively serviceable motorcycle can only be unearthed directly from Japan. The situation with spare parts is average. There are “consumables” and a bunch of used units.

Suzuki
GSF 400 Bandit (1989–2000)

A purely domestic Japanese motorcycle was extremely popular at the time of the first mass imports of Japanese motorcycles to Russia in the early 2000s. At that time, the Suzuki GSF400 Bandit secured the title of one of the best motorcycles for beginners. The advantageous difference of the “400” was its sporty bias, which was expressed in the appearance and driving position with a significant forward tilt, dictated by short and low clip-ons.

In 1991, a truly epochal change in the filling of the power unit took place. It was from this time that the so-called “red-headed bandit” appeared. Visually, it was distinguished by the red color of the valve cover and the V index in the inscription on the tail plastic. The engine received a variable valve timing system VC (similar to Honda's VTEC). In fact, it feels like a kick in the ass after 8000 rpm, accompanied by sharp acceleration. Technically, there are several types of redhead motors - with one and two VC shafts. In 1993, all Japanese motorcycles, including the Bandit, had their maximum power limited to 53 hp. With. (previously it was 59 hp), and the maximum speed is up to 180 km/h. In 1995, the Suzuki GSF400 Bandit received another upgrade. This time the chassis has been transformed. The wheelbase was reduced by 20 mm; instead of a steel pendulum, the factory began installing an aluminum one. Dry weight decreased slightly.

In 1991, the Suzuki GSF400 Bandit officially hit the European market. The "Europeans" were strangled to 50 liters. p., the version for Great Britain was equipped with only one brake disc at the front. Some of the later batches were equipped with a classic bent steering wheel instead of traditional clip-ons (true for the GSF250).

Visually, the Suzuki GSF400 Bandit differs from its less cubic capacity brother by a more massive engine and exhaust system, dashboard, modernized plastic, nameplates and, of course, two brake discs on the front wheel. There are no “dressed” versions of the “400”, with the exception of the Limited version with a large fairing in the Cafe Racer style and copies of later releases with a small windshield.

The ergonomics of the “400” (the same applies to the Suzuki GSF250 Bandit) are not designed for drivers taller than 180 cm. Tall and long-legged people will definitely have problems with placement on the motorcycle - their legs will not fit into the stampings on the tank, and there will be nowhere to put their hands. For active driving, it makes sense to replace the oil in the front fork with a harder one.

At the moment, buying a Suzuki GSF400 Bandit is a pig in a poke. Behind a relatively attractive price, in nine cases out of ten, there is a motorcycle that is a little more than completely broken. Servicemen are reluctant to undertake repairs. There are still plenty of offers on the secondary market, but finding a really working device is like meeting Angelina Jolie at Vykhino.

Suzuki
GSF 600 Bandit (1994–2004)
Suzuki GSF 600 Bandit at one time was one of the most popular and intelligent mid-sized neoclassics. In parallel with the “stripped” version N, the S modification was also produced, distinguished by the presence of a semi-fairing. The first generation of motorcycles was first introduced in 1995. It was with the “six hundred” that the era of air-oil-cooled engines among the “Bandits” began. The power plant cannot boast of special performance characteristics, but it has amazing elasticity and an enviable resource. In hot weather, the engine gets noticeably hot, but it usually doesn’t reach the point of overheating. The simplest brakes with two-piston Nissin calipers on not the lightest motorcycle work as sluggishly as they look.

Almost all air-oil "Bandits" were constantly subjected to various modernizations and improvements during production. Suzuki GSF 600 Bandit is no exception. In 1999, the motorcycle received a new monoshock absorber, adjustable for preload and rebound. In 2000, the model changed noticeably. In addition to the new fairing with oblong headlight on the GSF600S version, the instrument panel has been significantly updated. Finally, the fastening of the passenger footrests has changed; their bracket is now bolted rather than welded to the frame. In previous versions there were cases of damage to the weld seam. The frame pipe under the gas tank became straighter, so the air filter box and the filter itself had to be modernized. The new frame design made it possible to lower the seat height of the saddle. The gas tank has increased to 20 liters. For sharper control, the steering column angle has been changed from 26.5° to 25°. Due to the increase in the wheel rim, the width of the installed tires has increased - up to 120/60-17 and 160/60-17. The front fork remains the same, but the progressive spring rate has increased slightly. The spring stiffness of the rear shock absorber was also slightly increased. Braking efficiency has increased quite a bit due to the installation of slightly more efficient Tokico two-piston calipers. A more powerful alternating

[р1] . To start the engine, the clutch now had to be depressed. Later, this scheme migrated to other Suzuki motorcycles. As a result, an additional 4 liters were added. With. in the middle of the range, although peak power remains the same - 78 hp. With.

Based on the sum of its characteristics, the 600 is well suited for driving around the city, but it’s not worth taking it to the track without modifications. The suspensions are quite comfortable and handle unevenness well, but during active driving, insufficient torsional rigidity of the fork and rear suspension, as well as the general simplicity of the chassis, becomes evident. The rear shock absorber may already have a long life by the time it reaches 30,000 km.

There are still enough offers on the secondary market, but the demand is low. The situation with spare parts and repairs is the same as in lower cubic capacity.

Suzuki
GSF 750 (1996–1999)
The motorcycle was created according to an individual recipe - the engine is from a sportbike, the chassis is from a large classic. Interestingly, the Suzuki GSF750 was never officially called the “Bandit”, although it is almost one hundred percent similar. “Seven hundred and fifty” in terms of performance characteristics turned out to be an intermediate option between the Suzuki GSF600 Bandit and the Suzuki GSF1200 Bandit.

The engine is essentially taken from the 1990-1991 GSX-R750 sportbike. (the same can be said about all the engines of all “Bandits”). In general, the power unit is reliable, high-torque, but very noisy. There are no particularly significant performance characteristics in it. Due to the harsh thermal conditions in the summer heat, valve adjustment is required every season (true for all air-oil engines). Engine mounts for 600-, 750- and 1200 cc modifications are completely different. The 600 and 750 have a lower rigid attachment point. The domestic Japanese “1200” has only three mounting points and has an additional spacer on the frame at the front; the “Europeans” do not have a spacer, they have a lower mounting point, like the “750”, only it is on silent blocks. The “750” and “1200” have 1995–1996. the exhaust is absolutely identical.

The Japanese prepared the Suzuki GSF750 mainly for their domestic market, so they significantly suppressed it. The gearbox is sportbike-style and there are no complaints about its reliability. No-frills chassis. The frame almost completely copies a similar unit from the Suzuki GSF1200 Bandit. The front fork, like all Bandits, is too soft. The brake mechanisms are primitive by modern standards. They are only enough for a quiet ride. There are practically no visual differences from the 600 of similar years of production, with the exception of the presence of a separate cup with a fuel level indicator on the dashboard. There is no serial "dressed" version. Over the years of production, the model has not been upgraded.

Suzuki GSF750 was exclusive at one time. Now most of the motorcycles are being sold as unnecessary. The purchase of such a device must be justified. There are very few worthwhile offers on the secondary market.

Suzuki
GSF 1200 Bandit (1995–2007)
Suzuki GSF1200 Bandit is the apogee of brutality and confidence within the family. Sales of the motorcycle began in 1995. In 1996, the GSF1200 S version appeared. The “two hundred liter” is almost identical in size to its 600 cc younger brother. The frame is still the same steel. In 2001, with a year's delay, the entire list of upgrades for the 600 came to the largest Bandit at that time. The changes are as follows: new plastic design, different carburetors, improved cooling efficiency, engine retuned for more torque, six-piston Tokico brake calipers (pre-1996 there were Nissin calipers), lower seat height, new reinforced rear subframe, new instrument panel and optics . In 2004, a new stainless steel muffler was introduced.

2006 was the last year for the Suzuki GSF1200 Bandit. Toward the end, the motorcycle was refreshed a little more in order to test out the innovations of the next expected generation. The list of changes is as follows: new frame, gas tank, plastic and dashboard, height-adjustable seat and wider steering wheel, mirrors and reshaped optics. An anti-lock braking system became available as an option.

There are rumors that at the factory, the inline four that the Bandyuk inherited from the Suzuki GSX-R 1100 actually exceeds its stated power of 98 hp. With. This figure is more likely dictated by European tax legislation than by the actual capabilities of the engine. The domestic Japanese versions are thoroughly suppressed (true for all Bandits). The breather consists of replacing the resistances in the gearbox sensor.

The 1995 version (produced exclusively for the domestic Japanese market) is very different from all subsequent ones. Motorcycles of this year of production have much worse quality of casting parts, fasteners for electrical wiring are welded, not screwed, there are no eyes for attaching the spider, the clutch basket is five-spring, as on the early Suzuki RF900, and the input shaft is from Jixer, as well as its own “brains” connector ", less efficient generator and oil pump gears.

Especially for fans of the brand, the Japanese released a factory custom called Alcatraz in a limited edition of 250 copies based on the 2003 Suzuki GSF1200 Bandit. The motorcycle differs from the standard one in a different location of the exhaust pipe, graphics on the plastic, the presence of a lower plow and some other details. In 2004, limited modifications GSF 1200 Z Bandit Limited and GSF 600 Z Bandit Limited were produced. They were distinguished by a blue and white paint job in the style of the GSX-R.

Beginners usually do not buy such equipment. A heavy “liter or two hundred” is to a certain extent boring and not youthful. The target audience of such equipment is experienced and accomplished motorcyclists who know a lot about horsepower and Newton meters.

There are a great many offers for the Suzuki GSF1200 Bandit on the secondary market. Occasionally we come across some still quite live specimens (the long-lasting resource of a large motor has not been canceled). But, nevertheless, the era of “one thousand two hundred” has long passed.

Suzuki
GSF 650 Bandit (2005 – present)

In 2005, a logical continuation of the “six hundred” line entered the market. The main innovation was the still carburetor engine, which increased in volume to 656 cm3. In this regard, the model changed its name to Suzuki GSF650 Bandit. Otherwise, there are few differences from its predecessor - the suspensions have been slightly reconfigured, the seat has the ability to be adjusted in height, the steering wheel can be tilted, and an anti-lock braking system has appeared as an option. Together with the stripped N version, an S with a fairly large fairing is produced.

Since 2007, engineers have radically revised the technical content of the motorcycle. Fundamental changes were the introduction of a fuel injection system and liquid engine cooling. The chassis was significantly redesigned for the new power unit. The frame and suspension have become even stiffer, the brakes are more powerful due to more efficient Tokico calipers. No special technical problems have been noticed in the new generation motorcycles. Over the years of production, the design has achieved an optimal price-quality ratio. Only the crooked hands of inexperienced mechanics can interfere with the normal functioning of components and assemblies.

In 2006, the anti-lock braking system became part of the standard equipment, so the “A” suffix was added to the motorcycle name. The full name of the naked bike is Suzuki GSF650A, the full name of the version with a semi-fairing is Suzuki GSF650SA. In 2009, the 650 was noticeably refreshed in appearance. The plastic tail and optics have become more rapid. The exhaust system has been partially changed.

The 650 cc water “Bandit”, unfortunately, did not interrupt the success of its predecessors among fans of the model. Perhaps the fact is that, by modern standards, the design no longer arouses as much interest as before; new engines, although they have great potential, are already deprived of that daring character, and existing parts for additional equipment are limited to a couple of dozen items.

There are enough offers on the Suzuki GSF650 Bandit on the secondary market. The demand is small, the model, so to speak, is not in trend. Often you come across very attractive dealer vehicles with a transparent history and a large number of different additional features. “Consumables” and some spare parts are available, but their prices are steep.

Suzuki
GSF 1250 Bandit (2007 – present)

By 2006, the old air-oil-cooled carburetor engine was beyond the line of compliance with Euro-3 environmental standards. In 2007, Suzuki prepared a replacement in the form of the GSF1250 Bandit model. The engine is completely new with liquid cooling, dual throttle body injection (SDTV), a balancer shaft and a redesigned generator drive mechanism. The throttle valves of both the 1250 and the 650 are the same 36 mm. The engine turned out to be a little wider, but due to the rearrangement of the transmission it was shorter. The characteristics have become more linear without obvious pick-ups, torque has increased to 108 Nm at 3700 rpm. ABS exists both as an option and as basic equipment on modifications with the “A” index. Dry weight increased by as much as 7 kg compared to the GSF1200 model, and the submersible fuel pump consumed a whole liter of gas tank volume. The frame is made of thicker tubes, but the steering column geometry remains the same. In appearance there is no longer the former hint of hooliganism; in a certain sense, “Bandit” has become a law-abiding citizen. Definitely an eyesore is simply the gigantic “can” of the muffler, inside of which the catalyst also lives.

In 2010, a significant restyling took place. The optics have been refreshed, the plastic and exhaust system have changed slightly. Since 2008, the GSF 1250 SA Bandit GT model has become a separate special version, which is essentially a standard motorcycle equipped with a set of original touring accessories.

In matters of reliability and service life, the largest of the “Bandits” has a 100% positive reputation. There are simply no serious technical problems with the motorcycle. The only “but” is that, as with all other modifications, the suspensions suffer from excessive softness, and the brakes are insufficiently effective.

Despite the efforts of engineers and marketers, the two most recent “Bandits” Suzuki GSF1250 and Suzuki GSF650 did not receive due success. Seasoned “bandit leaders” were especially disappointed. Motorcycles of the Suzuki Bandit series have become less charismatic, aggressive and powerful over and over again. Paradoxical but true! With each subsequent carburetor version, the jets became smaller; with the advent of the injector, catalysts and other various “chokers” came into the system.

European fans unofficially divide the entire large family of “Bandits” into the following categories: “Cult” – models 1996–2000, “Pop” – models 2001–2005, “Neo” – models 2006, “Evo” – models from 2007 to present.

General technical features

All “Bandits” are quite strong and reliable motorcycles without any special weak points in the design. Simplicity is the key to indestructibility. The main enemies in this case are time and crooked hands.

The engines of all “Bandits”, without exception, are fantastically reliable; oil consumption and problems with the gearbox appear only in cases of extreme hardness. If the maintenance regulations are not followed, problems with the timing chain tensioner may occur on 250 and 400 cc models. It is of a screw design with a thrust thread. Over time, the thread breaks and the tensioner screws back in, the chain weakens and begins to ring.

There were no significant problems with the electrical wiring. From time to time there are cases of failure of the relay regulator, but they are not widespread.

Problems with carburetors have already been mentioned. Also, do not overestimate the chassis of the motorcycle. Suzuki Bandit is first and foremost a classic motorcycle. During active driving, there is definitely a lack of suspension rigidity and a reserve of braking system efficiency.

Early carburetor motorcycles often have deformations of the air filter box. The plastic reacts with strong heat, which leads to air leakage bypassing the filter element.

Additionally, it is somewhat alarming that Suzuki engineers were constantly upgrading something in the design of motorcycles, from which even copies of the same model year can differ significantly in spare parts.

Crash tests

The consequences of falls are predictable. Usually the levers on the steering wheel and the steering wheel itself are affected; the exhaust pipe, the instrument panel and the chrome headlight bezel on the N version suffer greatly. The frame and front fork are deformed only with particularly strong impacts. Often, in minor accidents, “Bandits” do not lose the ability to move under their own power. The most unpleasant cosmetic damage is dents and scratches on the gas tank. In large-volume motorcycles, the side engine covers often get damaged in accidents. Installing protective bars is a justifiable step; fortunately, there is a wide choice.

Tuning

Suzuki GSF Bandit is a true legend in the tuning world. Thanks to its relative simplicity, impressive reliability and availability of parts, you can build anything from the Bandit. This is why these motorcycles are loved.

If you follow the simple path of retrofitting the basic design, then an ordinary neoclassic will turn out to be a good motorcycle for every day or a comfortable tourer. There are a great variety of original and aftermarket parts - from windshields, heated handles and additional plastic to monstrous luggage systems. The motorcycle subframe can easily handle a long ride with a significant overload than long-distance touring trucks.

On the other hand, “Bandit” is an excellent preparation for a deep rework. The monumental design and kinship with the family of old-school GSX-R sportbikes make themselves felt. You can build an excellent streetfighter based on the Suzuki Bandit. Everything is used - cantilever rear swingarms and inverted forks from sportbikes, hand-made body kits, airbrushing, etc., etc. In addition to purely image projects, various cramps with serious modifications to the engine are well obtained on the basis of the narrow neoclassic. Right up to competitive vehicles for professional drag racing. A strong engine with a long service life seems to have been created for the installation of turbines, nitrous systems and superchargers. All modification schemes have been tested and are available, there are a great variety of parts to strengthen the engine, and parts are interchangeable with some other Suzuki models. For example, with the right approach, you can extract about 250–400 hp from the Suzuki GSF1200 Bandit engine. With. The most cubic-sized “Bandits” are subject to alterations more often than others.

Conclusion

The Suzuki Bandit family of motorcycles is a great example of how amazing practicality combined with reliability and versatility have a positive effect on the demand and preferences of motorcycle enthusiasts. Among all the competing models from others, it is perhaps one of the most famous and respected players in the neoclassical market. But time does not stand still; Suzuki’s timid attempts to stimulate interest in the model through negligible modifications lead to nothing. And not to say that interest in such motorcycles is fading, rather, on the contrary. The fashion for retro classics and naked shoes is returning. In each of these guises, the Bandit has something to offer, but it needs new technologies and an interesting design. It’s a pity, but as of the end of 2014, there is no talk of reviving the Suzuki GSF Bandit.

For assistance in preparing the material, we express gratitude to Pavel Samoilov, Saransk, TopRace Motoservice,
www.vk.com/trmotoservice

Street Fun workshop , tel.: 8-920-622-19-88, www. streetfun.ru
Pavel Samoilov (TopRace Motoservice)

“Bandit” is a simple and good motorcycle, naturally not without flaws. If cubic capacity 250 cm3, 400 cm3 and 600 cm3 can be called “passable”. The GSF750 and GSF1200 models are much richer and more charismatic in this regard. The incredible tuning potential of the famous air-oil engine is reflected. In general, the concept of large-volume “Bandits” in the modern world implies a “perky old man’s ride.” But as soon as the owner’s hands get to certain modifications that affect handling, power and braking, the hooligan little devil jumps out of his snuff box and begins to literally burn!

For me personally, the Suzuki Bandit is an excellent piece of equipment in which you can change absolutely everything to suit you.
The main thing I like is the endless motor. The great and terrible legendary “butterfly” founded an entire separate motorcycle culture, one might even say a religion. From 1985 to 1992, he kept all competitors at bay, and is still competitive in drag racing. It's no joke, properly charged, and in terms of acceleration dynamics it is not inferior to the no less legendary Hayabusa. ...and synchronization. An integrated approach > October 1, 2014 19:23 Mikhail Pimus

Driving performance

The bike feels most comfortable at cruising speeds, where it is incredibly stable and can move at this pace for hours on end.

The maximum speed indicated in the specifications is 214 km/h .

It’s interesting that during the restyling they didn’t change the documentation, and then probably forgot about it. According to GPS tests, the second generation model can reach 235 km/h .

According to users, it is possible to drive normally up to 170 km/h, and then there is a desire to lie down on the tank. Even the standard fairing for versions equipped with it does not help. Comfortable cruiser - 120 km/h , which the bike reaches without much effort.

Acceleration to hundreds

Acceleration from zero to 100 km/h averages 4.2 seconds . Some owners tried the same test with number two.... Sluggish and reluctant - 10–11 seconds .

Fuel consumption

There are conflicting opinions on consumption. In official documents, 5.3 per 100 km. But a lot depends on the driving style and the road.

There are opinions of both 5 liters per 100 and 9 liters per 100.

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.

Dimensions and weight

Among his classmates, “Bandit” is considered a heavyweight.

According to reviews, the bike is quite heavy, but this does not affect the handling. Even a biker girl can roll out, pushing off with her feet, out of a garage or from a parking lot on the side of the road.

• Dry weight - 215 kg .
• Equipped, including tank and all liquids - 240 kg .

It is worth noting that the fairing adds 7 kg of weight, installing ABS up to 10 kg .

Second generation

After restyling, the model receives a new engine, an extended swingarm and a more rigid frame.

The second generation was also reflected in the dimensions of the model. In all dimensions the bike has grown:

• in length - from 2,110 to 2,130 mm;
• width - from 770 to 780 mm;
• in height - from 1,085 to 1,095 mm (the version with a fairing - 1,225 mm , remained the same for the entire production period);

Saddle height - 770-790 mm (did not change, but could be changed to suit the owner’s height).

Wheelbase - from 1440 to 1470 mm.

Ground clearance - from 130 to 135 mm.

Front optics of the first and second generation.

Third generation front optics (since 2009).

For whom is it intended?

The line of bandits was developed for export, so all parameters were calculated for the height of the average European (including a resident of Russia).

Despite the rather low seating position, short users could adjust the height of the handlebars and saddle on their own.

Brief history of the model

2005 - start of production and sales. First generation. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America). Factory designation: GSF650K5 + GSF650AK5; GSF650SK5 + GSF650SAK5.

2006 - no significant changes. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America). Factory designation: GSF650K6 + GSF650AK6; GSF650SK6 + GSF650SAK6.

2007 - restyling of the model. Second generation. The model receives an updated appearance, a new liquid-cooled engine (complies with Euro-3 standards), electronic fuel injection with dual throttle valves (SDTV), an extended swingarm and a stiffer frame (by 10%), 310 mm brake discs with 4-piston calipers , hydraulic clutch, fuel tank with a capacity of 19 l. Maximum power increases to 85 hp, torque - to 62 Nm. The gearbox ratios change slightly. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650K7 + GSF650AK7; GSF650SK7 + GSF650SAK7.

2008 - no significant changes. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650K8 + GSF650AK8; GSF650SK8 + GSF650SAK8.

2009 - restyling of the model. Third generation. The model receives minor changes in appearance regarding the dashboard, headlight (in the naked version) and exhaust system design. This generation is distinguished by a black engine. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650K9 + GSF650AK9; GSF650SK9 + GSF650SAK9.

2010 - no significant changes. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650L0 + GSF650AL0; GSF650SL0 + GSF650SAL0.

2011 - no significant changes. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650L1 ​​+ GSF650AL1; GSF650SL1 + GSF650SAL1.

2012 is the last year of production of the naked version. Model: Suzuki GSF650 Bandit + ABS; Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650L2 + GSF650AL2; GSF650SL2 + GSF650SAL2.

2013 - no significant changes. Model: Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650SL3 + GSF650SAL3.

2014 - no significant changes. Model: Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650SL4 + GSF650SAL4.

2015 is the last year of production. Model: Suzuki GSF650S Bandit + ABS (Europe, North America, Australia, Brazil). Factory designation: GSF650SL5 + GSF650SAL5.

Modifications and competitors

In 2008, parallel to the bandit, the production of the Suzuki GSX650F began, positioned as a sports tourer.

The sports version was easily recognizable by its front fairing.

Essentially, it remains the same motorcycle, completely encased in plastic. But by definition it could not become a complete analogue, since it itself was the successor to the previously produced “katana” - Suzuki GSX600F Katana . It received a large number of features that the second generation bandit 650 possessed - injector , Euro-3 , SDTV . Since it was originally equipped with a fairing, it had increased weight. Its average characteristics have earned it popularity among beginners. The motorcycle did not undergo significant changes, and lived in production for a year longer than its “brother”. In 2016, the last “tourist” leaves for Europe.

Honda

Honda was skeptical about the competitor's bike, providing three models for comparison.

• Honda CB650F is a naked bike, has its own fuel supply system, and is lighter. The user is offered ABS as stock. The motorcycle loses a little in terms of engine capacity ( 649 ), but this does not prevent it from developing a power of 89 horses and having a torque of 64 Nm . Production continues.
• Honda CBR650F is a derivative of the first. Steering wheel replaced. Since the model is positioned as a sport, clip-ons are installed. Otherwise everything is identical. The release continues.
• Honda CBF600 was also a naked bike. 599 cc engine produced 77 horsepower and 59 Nm of torque. The highlight of the model was the presence of combi-breaks - turning on the rear when engaging the front (ABS in stock) and frame and aluminum - from the second generation. The model closed in 2013 .

Honda CB650F.

Honda CBF600.

Honda CBR650F.

To be fair, it is worth noting that the first two appeared on the market after the third one closed. Therefore, Suzuki fans do not need to focus on the number three.

Yamaha XJ6 Diversion

The Yamaha XJ6 Diversion road bike model appeared on the market in 2009.

Yamaxa also presented its analogue. It was the Yamaha XJ6 Diversion, based on the Fazer 600 . In terms of its performance characteristics, the model exactly repeated the Honda CBF 600 , only the declared maximum speed was higher and the tank was smaller. It remained on the assembly line until 2017 .

Kawasaki ER-6

Kawasaki's ER-6 series of road bikes was first introduced in 2006.

Kawasaki did not stand aside either. A couple of years later they announced the Kawasaki ER-6 model. Aka Kawasaki ER-6n, Kawasaki ER-6f, Kawasaki Ninja 650R. The main difference was the 2-cylinder (versus 4 for all of the above and Suzuki). The volume of 649 cubic meters gave 72 hp. power and 64 Nm of torque. It also had the smallest gas tank among competitors - only 15 liters . The total consumption was 4.5-5.5 liters . The model closed in 2016.

Honda FJS 600 Silver Wing (2001–2008, RUB 120,000–300,000)

The first generation Silver Wing in the 600 cc version is one of the most popular and in demand maxi-scooters. The model has long been discontinued, but the popularity of the Japanese “sofa” with a memorable diamond-shaped headlight has only grown over the years.

Engine

The 582cc eight-valve parallel twin with electronically controlled fuel injection and liquid cooling is fantastically reliable. It does not consume oil even in the most advanced cases. No sores or weak points were noticed. With adequate maintenance, the engine can easily last 100,000–150,000 km without major repairs.

Transmission

The CVT transmission is designed as is, with absolutely no bells and whistles. Which has a positive effect on resource and reliability. The mechanism is similar to that of a fifty-kopeck scooter. Weights, pulleys and belt. Nothing more! The result is a non-violent character (for fans of dynamics, it makes sense to sharpen their skis in the direction of expensive tuning), which is more than compensated by reliability that borders on the fantastic.

Frame and body kit

At the current time, the frame design can already be called obsolete. The spatial steel part does not have sufficient rigidity, which does not have the best effect on handling.

Silver's plastic is dense and thick. The abundance of mounting eyes is not the best for long-term use. Fasteners often suffer during repairs; plastic parts begin to rattle and join with an uneven gap.

Brakes

The braking system is Silver's strong point. Despite the absence of a second brake disc on the front wheel. All 600 cars are equipped with a combined brake force distribution system. When you press the front brake lever, the two pistons of the front caliper are activated. Pressing the rear brake lever activates one front caliper piston and two rear caliper pistons.

Pendants

The chassis of the Honda FJS 600 Silver Wing, so to speak, is designed strictly according to scooter canons. Without introducing solutions from the world of cubic motorcycles. The fork is short and flimsy, without additional yokes. Hence the lack of rigidity, which, together with a not very monumental frame and a simple rear suspension with two shock absorbers, reduces the “driver’s” to a minimum. The suspension is generally strong and reliable, but unlike many competitors it is not conducive to active, almost sporty driving.

It is worth paying attention to the mounting ears of the rear shock absorbers and the engine-frame “rocker”. Driving on roads of poor quality may cause serious gaps and cracks in these places.

Comfort

The standard windshield on the Honda FJS 600 Silver Wing is large, but not adjustable. Tall drivers will have to order aftermarket windshields or additional add-on sections. The suspension, despite its incapacity for hyperactive steering on uneven surfaces, behaves extremely adequately. The scooter passes through potholes, joints and other misunderstandings smoothly and softly. Tall drivers may feel uncomfortable driving the Silver. An individual with a height of over 190 cm is guaranteed to rest his knees on the front panel.

Modifications

Silver Wing debuted in 2000. There are two cubic capacity options at once - 400 cm3 and 600 cm3. In 2002, the relay regulator was moved under the fairing. In 2003, a “Mode” button appeared, allowing you to slightly “cheer up” the injection maps, and ABS also appeared as an option. In 2004, a slight restyling took place - the shape and fastening of the glove compartment lids changed, the headlight reflector housing became chrome-plated, the material of the seat upholstery changed, the instrument panel lighting became brighter, the lower fork cups and rims began to be painted black. In 2006, an immobilizer and side lamps in the headlight appeared, and the display backlight on the dashboard became blue. In 2008, Honda polished up the Silver for the last time before the generation change. Distinctive features are gold-colored wheels, calipers and nameplates, as well as carbon-fibre seat trim. In 2009, the design was radically updated, and changes were made to the engine.

Features of Suzuki GSF 650 Bandit

The instrument panel consists of two blocks - a dial tachometer and a digital speedometer.

• Posterior progression . The ability to independently adjust the spring stiffness is very useful on domestic roads.
• The injector provides smooth thrust at any speed.
• The engine will accelerate the bike to maximum speed without any problems, while still leaving a margin.
• An ideal motorcycle for a large metropolis . The dimensions will allow you not to stand idle in traffic jams, and good speed and dynamics to quickly get to the most remote residential areas.
• Off-road . The engine will pull you out of the sand, even though off-roading is not the strong point of this motorcycle.

Street GSF650S Bandit 650S

Long story short and to the point, this GSF is nothing short of a workhorse for most less demanding motorcycle enthusiasts. Everything about this device is balanced, including the price, which sets it apart from its competitors, and thanks to which these motorcycles have filled the entire post-Soviet space.

The Suzuki GSF650S Bandit is quite comfortable not only in the city - thanks to the engine's reserve capacity, it will fully accommodate both you and your passenger on the highway. At the same time, riders usually do not feel any particular discomfort either from the passenger or from the loaded panniers. Direct landing, high maneuverability, moderate dimensions and good suspension will allow pilots with any driving experience to feel confident in most situations.

Inside

At the heart of the Bandit is an in-line four-cylinder engine with fairly predictable and strong acceleration dynamics, which picks up already from 3500-4000 rpm. Quiet and composed at mid-range and no longer childishly growling near the redline, the GSF650S produces a truly pleasing tonal range thanks to its impressive mufflers. A boyishly precise gearbox with a hydraulic clutch drive, as well as well-metered, high-performance brakes, are also responsible for the overall mental balance of the motorcycle.

You shouldn’t pay special attention to additional options and systems - after all, the Suzuki GSF650S Bandit 650S is a motorcycle in the middle price category (or even lower) and with the tasks assigned to it, namely to carry its owner anywhere and everywhere, and it copes perfectly well without any complaints.

Outside

Impressive weight (222 kg), small dimensions and appearance - semi-sport, semi-classic, semi-street - it’s not clear how it could be classified as a sports model. Externally and internally, this is a motorcycle for every day that does its job, for which it needs to be loved and respected. And also watch and feed.

Comfortable seating for the pilot and passenger, mounts for suitcases, a slightly forward and seemingly raised windshield - all this hints that the motorcycle will be good for long trips. And even if this is not a cruiser, the Bandit is not bad on the highway, and many people use it with pleasure.

Flaws

Users do not find any disadvantages in operation. But there is a problem with maintenance : the spark plugs are inconveniently located , even though they are located under the gas tank - you have to disassemble half the bike to get there.

and dignity

The motorcycle accelerates easily, maneuvers confidently and brakes effectively - exactly what you need for moving along city streets.

• Pendant . It’s short like the rest of the line, but quite flexible, given that you can customize the progression of the pendulum yourself.
• Cold start . Of course, with disadvantages there may be problems, but the second generation injector is able to minimize them.
• Power reserve . Even at 200 km it feels like the bike can do more.
• Big tank . With low consumption, a reserve of 18–19 ° allows you to travel 300 km or more on 1 refill.
• Dynamics, handling, dimensions . Ideal for “cross-row shooting”
• Good checkpoint . “Scooter” Set the gear, and then use the throttle.

Quiet exhaust is both a plus and a minus. On the one hand, it doesn’t bother you on long trips, on the other hand, the “boxers” notice when you drive through them

Design

If I were to describe it in a nutshell, it would be “Richly equipped.” Let's start with wheels that are quite large for a maxiscooter, and this is a good start, because on regular 12-inch scooter wheels, large devices look a little comical.

The dual front brakes add serious gravitas, as does the sports-touring-style front fairing that covers the radiator and extends into a windscreen for the legs. Above is the dashboard, a pair of glove compartments and the first few luxury features associated with the top model in the lineup. Not only is the windshield powered for on-the-go adjustments, but the mirrors fold in and out at the touch of a button. A somewhat unexpected function, but quite justified given its considerable width: it is better to fold them than to break them when driving in a row, or squeezing into a narrow space in a parking lot.

The top positioning of the scooter in the line is evident from the thoughtful comfort of not only the driver, but also the passenger. This stock unit is equipped with excellent heating: it has warm handles, as well as heated driver and passenger seats

The driver's seat is equipped with an adjustable backrest, and, which is not often the case on scooters, the passenger seat also has a backrest, which, of course, is important for the safety and comfort of the passenger

The 50-litre under-seat boot will fit a pair of medium-sized helmets. At the same time, the manufacturer equips the device with a special loop for attaching a helmet, which allows you to use the space under the saddle for other loads. There will be few color variations this model year, but the double white stitching really brightens up the seat, and the black brake levers look stylish and harmonious with the rest of the controls and instrument panel.

When viewed from the rear, the passenger backrest stands out somewhat at first glance, but the wide body, large light fixtures and massive mudguard (also known as the license plate holder) smooth out this impression. Overall, the Executive looks like a serious and stylish scooter that will undoubtedly appeal to its mature and serious target audience - young professionals commuting to work downtown from an expensive suburb.

Video

Classic bike Suzuki GSF 650 Bandit

- a motorcycle that went on sale in 2005, designed to replace its predecessor on Japanese conveyors, which, for all its undeniable advantages, by that time could already be called very outdated. The new model was built taking into account the production experience of the Suzuki GSF 600, but was superior to it in most respects. Externally, there was also a similarity, but only in the first generation of the motorcycle.

It used an engine from the 600, increased by fifty cubic centimeters, equipped with an oil cooler and the same carburetors, but already in 2007 the model was modernized, receiving an injector, liquid cooling, a more rigid frame, a different pendulum, new suspensions and a hydraulic clutch. And in 2009, the GSF 650 acquired a modified headlight, a different exhaust system and a different instrument panel. This latest generation looks very modern and is a strong competitor to the likes of the Yamaha MT-07 and Honda CB600F.

The Suzuki Bandit 650 is distinguished by smooth traction throughout the entire speed range, however, this applies mainly to injection versions - carburetor versions have a small, but still noticeable dip in the middle speed range. The injection versions of the GSF 650 do not have this drawback, using their 85 hp to the fullest. and 61 Nm of torque. The dynamics of the motorcycle are not bad, it accelerates from 0 to 100 km/h in 4.2 seconds, and the top speed is 235 km/h. He, of course, is inferior in this to his “big brother” - the Suzuki GSF 1250, but, nevertheless, one cannot accuse him of a sluggish character. The six-speed transmission also contributes to confident acceleration even after reaching 120-150 km/h.

Compared to other 600 cc classics, the Suzuki Bandit 650 is distinguished by its rather large size and decent weight, its dry weight is 215 kg (for the first generation it is about 205 kg). The weight, of course, is felt, especially in static conditions, but in general, rolling the motorcycle with your feet, for example, rolling it out of the garage, is not difficult. The seating position is classic, comfortable for most motorcyclists, and almost everyone can reach the ground with their feet. The suspension is quite stiff, short-travel, as on all Bandits, but the progressive rear shock absorber can be reconfigured.

The element of this motorcycle is city streets. It accelerates confidently, maneuvers easily and brakes effectively. By the way, braking is handled by a double-disc front brake with 4-piston calipers, which is very tenacious, and there is also a version of the Suzuki Bandit 650 with ABS on sale. Wind protection on the GSF 650S, a modification with a plastic fairing, is fully present, however, at speeds above 140-150 km/h you want to lie on the tank in the manner of sport bikers, as the wind begins to break through.

By the way, about the tank. Its volume is very respectable - 20 liters, which, with an average consumption of 6 liters using simple mathematical calculations, gives the Bandit 650 more than three hundred kilometers of power reserve without refueling. Of course, few people will purposefully use this motorcycle for long-distance travel, but not everyone has the opportunity to have one bike for the city and a second for long-distance travel, and if necessary, the Bandit, especially the GSF 650 S, will be able to handle even a long road.

In this motorcycle, as in the entire “Bandits” line, the sporting roots of the famous Suzuki GSX-R motorcycles clearly appear. This is manifested in everything - in the perky character of the engine, in the sportily stiff suspension, and in the landing with a slightly noticeable tilt of the field forward... Yes, perhaps this motorcycle lives up to its name. This is truly an urban bandit, a hooligan created to conquer the city streets.