Suzuki Bandit

NOT SO MUCH

RATINGS
Overall rating 4.0/5/0
Engine/chassis: 4.5/5.0
Price, packaging and practicality: 4.5/5.0
Behind the bars: 4.0/5.0
X-factor: 4.0/5.0

OVERVIEW
How's this for a conundrum? When I started as a junior staff journalist at Australian Motorcycle News way back in 1996, I had the choice of two pressbikes to take home after my first day: Piaggio's popular but quirky PX200 two-stroke scooter, or a souped-up Suzuki Bandit, which had recently received a massive horsepower increase with a freer-breathing pipe and a few other bits and pieces.

I opted for the PX200 in deference to my older and more cerebral colleagues - one who's now my editor-in-chief at carsales.com Ltd, and is a certified hoon (if anyone can tell me the origin of "hoon" I'd appreciate it, as a Victorian policeman is laying claim to it as a derivative of "hooligan").

A few days later, I knew my colleague was seriously wayward when we turned up at the old AFL Park in the east of Melbourne to do some burnout shots with the PX, where magazine mascot Fred Gassit also made a cameo appearance.

I digress. Eventually, I did score a ride on the Bandit, and it was a brilliant streetfighter. Muscular and strapping, the 1156cc air-oil-cooled machine certainly encouraged the exploration of outer limits, but all in a dependable, trustworthy and user-friendly way. It was a real cause celebre at the time - a big-bore hit.

Eventually, the long-termer was repatriated - and if some young go-getter at Suzuki Australia didn't try and pick it up for a good price, then I'll be buggered.

PRICE AND EQUIPMENT
The original GSX-R-derived 1156cc engine remained in the Bandit, through a variety of incarnations, until 2007 when the half-faired GSF1250S was released.

The capacity hike (to 1255cc) came with the same bore size as before, but with more stroke (up to 64mm). The 36mm carburettors were also jettisoned in lieu of conventional wisdom -- Suzuki Dual Throttle Valve fuel injection, which saw it meet Euro 3 specifications. It was also liquid-cooled and featured a balance shaft to make for an even smoother ride.

The new engine saw torque increase from 96 to 108Nm, with the peak at 3750rpm - much earlier than the predecessor. Power remained at 98hp, but that really didn't raise eyebrows with all the effort put into ramping up the torque. The transmission also added an extra cog, up to six gears.

Other changes from the earlier S version of the Bandit included thicker tube walls, more weight, a 5mm increase in wheelbase, and a one litre drop in fuel capacity. Weight also increased, even beyond the GSX1400.

With Suzuki breathing renewed life back into its trusty half-faired Bandit, it's now done the same in a naked version, the Bandit 1250, which has invoked memories of the past all over again.

Sans fairing, the $11,990 1250 is identical to the S version, including the preload-adjustable front and rear suspension, engine, geometry, seat, three-spoke cast wheels, switchgear, dash, and brakes -- 310mm discs and four-piston calipers matched to a single 240mm disc and single-piston unit at the back. I could go on, but I think you get the idea.

The Bandit 1250 is also available in ABS, for $12,490, but like the non-ABS it's only sold in one single-tone paint scheme - cheery red.

Standard items on the Bandit include a convenient centrestand - why don't more marques do that? -- and passenger grab rail, but for the full list of accessories, click here

ON THE ROAD
The Bandit doesn't lead the nakedbike genus in terms of suspension, outright horsepower, weight (or lack thereof) and braking. But this is a bike that's bigger than the sum of its parts, and it's got longevity on its side to prove it.

The Bandit does commuting with ease. Everything's achieved in a balanced, relaxed and no-stress manner, extending all the way to the simple switchgear. I'm on a bit of a crusade about switchgear at the moment, as a couple of bikes I've tested recently have let themselves down badly with daft layouts - including one where I kept flicking the hi-beam switch on! No such concerns on the Bandit 1250.

The engine is wonderful around the city and, with such purpose at low rpm, you can really select any gear and go with it. On the open road, top gear equates to about 3400rpm at 100km/h, so it's right in the hot zone where overtaking is a breeze without dropping down a cog(s).

With a combination of freeway and city use, the Bandit chewed an average of 6.9lt/100km during its visit to the BikeSales Network, so it's good for about 270km between stops.

The word that springs to mind about the Bandit is metronomic. Funnily enough, that word is often used to describe Australian cricket fast bowler Stuart Clark, who's reliable, always sticks to his guns, never loses rhythm, gets the job done without protest, probably doesn't cost as much as his fast bowling contemporaries - but still has a few tricks up his sleeve.

That's the Bandit in one. But does it have the maverick persona it once had? That's a vexing question. The nakedbike landscape has changed a lot in a decade, with a litany of sub-genres filling holes where the gregarious Bandit was once the boss cocky.

To the big Suzi, it's probably a superfluous argument anyway, as it's still in a very good place, and I'd argue this is the best Bandit I've ridden.

On my local 'test track' north of Melbourne, which includes a number of hairpins and off-camber corners, the Bandit was a hoot, and it really persuaded me to go harder and harder. Most of that is due to the sheer brawn of the 1255cc mill, which proves yet again that 80-100hp and a tummy full of torque is really all you need to derive a huge amount of enjoyment.

I also rode the Bandit in the rain a few times, and it was a cinch, mostly due to the engine, but the suspension also gave good feedback from the Dunlop D218 Sportmax rubber, which isn't available commercially in Australia. But that's not a concern, as there are plenty of other tyres on the market once the originals call it a day.

The seat caused me a bit of discomfort after about 45 minutes of constant use, but then it sort of plateaud and didn't get any worse. I threw a few pillions on the back, including my eight-year-old son and wife, and there were universal thumbs up - and the grab rail is a hit.

The seat is not too wide, so those of short stature won't have too many concerns - and if they do there is the adjustable seat can go all the way down to a height of 785mm.

The brakes, which are pulling up a bike with a claimed kerb weight of 247kg, do a good job, and offer lots of assurance.

Really, that sums up the Bandit in one. The bike has plenty of conviction, but still with a little bit of rebel. If that doesn't equate to fun at an exceptional price, I don't know what does.