Editing Suzuki GSF1250S Bandit

{{Infobox Motorcycle
|name             = [[Suzuki]] GSF1250
|image            = [[File:Suzuki-BanditS--650-1250-07--1.jpg|frameless|Suzuki GSF1250]]
|aka              = GSF1250S Bandit ABS, GSF1250S Bandit
|manufacturer     = Suzuki
|parent_company   =
|production       = 2007 - 08
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
|bore_stroke      =
|compression      = 10.5:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Digital transistorized
|spark_plug       =
|battery          =
|transmission     = 6 Speed
|frame            = Steel, Double cradle frame
|suspension       =Front: Telescopic, [[coil]] spring, oil damped <br>
Rear: Link type, coil spring, oil damped
|brakes           =Front: 2 x 310mm Discs, 6 [[piston]] calipers, ABS <br>Rear: Single 240mm disc, ABS
|front_tire       = {{tire|120/70-ZR17}} 
|rear_tire   	  = {{tire|180/55 ZR17}} 
|rake_trail       =
|wheelbase        = 1485 mm / 58.4
|length           =
|width            =
|height           =
|seat_height      = 785 mm - 805 mm / 30.9 in -31.6 in
|dry_weight       = 236 kg / 520 lbs
|wet_weight       = 250 kg / 551 lbs
|fuel_capacity    = 19 Litres / 5.0 gal / 4.2 Imp gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. The engine featured a 10.5:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet, multiple discs, [[hydraulic]] operated.  

==Chassis==
It came with a 120/70-ZR17 front [[tire]] and a 180/55 ZR17 rear tire. Stopping was achieved via 2 x 310mm Discs, 6 piston calipers, ABS in the front and a Single 240mm disc, ABS in the rear. The front suspension was a  Telescopic, coil spring, oil damped while the rear was equipped with a Link type, coil spring, oil damped. The GSF1250S Bandit was fitted with a 19 Litres / 5.0 gal / 4.2 Imp gal fuel tank. The bike weighed just 236 kg / 520 lbs. The wheelbase was 1485 mm / 58.4 long.  
== Photos ==
[[File:Suzuki-BanditS--650-1250-07--1.jpg|600px|Suzuki GSF1250]]
[[File:Suzuki-BanditS--650-1250-07.jpg|600px|Suzuki GSF1250]]
[[File:Suzuki-BanditS-650-1250-07--2.jpg|600px|Suzuki GSF1250]]

== Overview ==
Suzuki GSF 1250S


Bandit




















Suzuki's big Bandit has been hugely popular over the years for
one reason above all others: it has given its owners a hell of a lot of
motorbike for their money. From the original Bandit 1200 in 1995, through a
major revision five years later, the big Suzuki has provided heaps of
four-cylinder grunt, unburstable reliability, sound handling, versatility and a
dash of raw style. And above all, it has provided brilliant value for its
owners' hard-earned dosh.
So in updating the Bandit even more significantly this year,
by giving it a liquid-cooled engine for the first time to help get through Euro3
emissions regs, Suzuki faced a major challenge. They had to introduce a more
sophisticated engine, and add some straight-line performance while keeping the
flexible, rider-friendly nature of the big beast. Ideally they also needed to
improve the handling while keeping the Bandit image intact. And most of all,
they needed to do all this while retaining the traditionally competitive price.
They certainly managed the last bit. In tests such as this
it's normal to cover every aspect of the bike's performance before mentioning
how much it costs in the last few lines. But the Bandit's price is particularly
important - and at £5549 on the road, complete with ABS, the half-faired
GSF1250S is just about as cheap as anyone could have expected. The big Suzuki is
only £50 more expensive than the ABS-equipped version of Honda's revamped Hornet
600, and almost £250 cheaper than Kawasaki's ABS-equipped Z750. And the naked,
non-ABS Bandit 1250 is cheaper still at £5249.

So Suzuki have delivered on the price, but what about the bike
itself? Well you have to look pretty closely to spot the differences between old
and new, but the liquid-cooled motor is obvious enough from its smooth cylinder
barrels and the rectangular radiator bolted on in front. If owners of the old
model look more closely they might notice that the main sections of the steel
frame are 4mm thicker in diameter, which Suzuki says makes it ten per cent
stiffer. Other mods include a slightly longer swing-arm, plus stiffer springs
and uprated damping in the suspension at both ends.
That engine has a capacity of 1255cc, up from 1157cc, and is
all new rather than borrowed from an existing liquid-cooled model. The extra
cubes come from a lengthened, 79mm stroke rather than bigger bore, which remains
at 64mm. As before there are twin cams and 16 valves, but valve design is now
bucket-and-shim, and service intervals are doubled to 15,000 miles. The
bottom-end is revamped, gaining a balancer shaft and six-speed gearbox for the
first time. There's no change to the claimed maximum of 96.5bhp at 7500rpm, but
peak torque is increased by 18 per cent, from 91N.m to 108N.m, and arrives at
3700rpm instead of 6500rpm.
Despite all that, anyone familiar with the old model would be
instantly at home. View from the pilot's seat (which as before can be switched
between two positions 20mm apart, by unbolting adjusters on the underneath) is
the same low screen and slightly raised one-piece bar. The round-faced clocks,
which include a bar fuel gauge and digital speedo as well as analogue tacho, are
retained, although there's now an injection warning light plus a trip counter
that's triggered when the low-fuel light comes on.
The fuel tank now includes a pump so has lost a litre of
capacity, reducing it from 20 Litres
to the 19 that it held before being
enlarged six years ago. That's not ideal, but most details are well thought-out,
and the riding position is as roomy as ever. Most riders should be able to get
both boots on the ground easily enough, thanks to the reasonably low seat (790mm
in the lower position) and the new engine's slightly narrower cylinder head.
You get a first hint of the added refinement when the Bandit
fires up in restrained style, its sound muffled by the blend of jacketed
cylinders, double-walled four-into-one exhaust system, and twin-layered engine
sprocket cover. But it's the new motor's smoothness that is the biggest
difference by far. There's still that familiar Bandit surge from low revs, but
the slight buzziness of the old aircooled lump is gone. At first it felt almost
strange not to experience that slight big-aircooled-Suzuki tingling through the
pegs, but I very soon got used to it.
Especially as the Bandit's trademark low-rev grunt was very
much present and correct. The low-rev torque increase didn't feel like 18 per
cent, perhaps because the fuel-injection system gave a slightly less abrupt
throttle response than the old CV carbs. But the new bike was superbly
responsive from well below 4000rpm, and pulled with glitch-free efficiency from
as low as 1500rpm. That flexibility was always welcome, whether I was powering
out of a bend or lazily tweaking the throttle to Strom past a line of cars
without the need to change down.
Crucially the smoothy-chops Bandit still had some raw
character to go with its new-found 21st-century efficiency. It put a big grin on
my face when the throttle was wound open, Stroming forward at bar-bending rate
until the digital speedo was reading 150mph while I crouched behind the very
welcome screen. The S-model's wind protection allowed fairly effortless cruising
at up to the ton mark, at which point the engine was revving at barely 5000rpm
thanks to the new, semi-stacked gearbox's extra ratio. The motor's so flexible
that it arguably doesn't need six gears, but the change was so sweet that I'm
not about to complain.
That new-found smoothness should help make the 1250S a capable
long-haul bike, though there are a couple of niggles. Its fairing is too narrow
to protect the pilot's hands from wind or rain, and the fuel tank's reduced
capacity will limit range, though most owners should still get 150 miles or more
before needing to stop. At least the mirrors were large and widely spaced enough
to give a clear view behind. In most respects the Bandit is respectably
practical, with its broad dual-seat, sturdy grab-rail, bungee hooks and
centre-stand.
The big Suzuki does a pretty good job of impersonating a
sports bike, too. At 225kg dry, six kilos heavier than the old model, it's no
lightweight. But the chassis is rigid and well damped enough to cope, and the
Bandit is fun to flick through bends, despite its unchanged and relatively
conservative steering geometry. On standard settings the 43mm forks felt as
though they were rebounding slightly as I eased off the front brake entering a
bend, but reducing the preload (the only adjustment available up front) cured
that.



Suspension at both ends generally felt firm without being
harsh, so the revamped units get the thumbs-up. The rising-rate Showa rear shock
gave a comfortable ride on its standard setting, and ground clearance was
adequate even when the bike was cornering close to the limit of its capable
Dunlop's D281s. Stopping power was excellent, too.
The twin discs and four-pot Tokico calipers gave power and
control up front, backed up by the single rear disc. And the ABS system, which
is standard fitment on the 1250S (the naked 1250 comes without ABS), added peace
of mind in the wet.
The inclusion of ABS for that on-the-road price of £5549 helps
the GSF1250S maintain the Bandit's reputation for delivering outstanding value
for money. The visually unchanged Suzuki lacks the style and agility of
similarly priced bikes such as the revamped Hornet 600 and Z750. But Suzuki's
updates have added sophistication and performance while retaining the image,
character and grunt that those smaller fours can't match. The big Bandit's
popularity looks set to continue, and deservedly so.

Source Roland Brown
{|  class="wikitable"
|- 
!Make Model
|Suzuki GSF 1250S Bandit ABS
|- 
!Year
|2007 - 08
|- 
!Engine Type
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
|- 
!Displacement
|1254.8 cc / 76.6 cu-in
|- 
!Bore X Stroke
|79 x 64 mm
|- 
!Cooling System
|Liquid cooled
|- 
!Compression
|10.5:1
|- 
!Lubrication
|Wet sump
|- 
!Induction
|Fuel Injection
|- 
!Ignition
|Digital transistorized
|- 
!Starting
|Electric
|- 
!Max Power
|70.5 kW / 95.8 hp @ 7500 rpm
|- 
!Max Torque
|108 Nm / 11.0 kgf-m / 79 lb ft @ 3700 rpm
|- 
!Clutch
|Wet, multiple discs, hydraulic operated
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|Chain
|- 
!Frame
|Steel, Double cradle frame
|- 
!Front Suspension
|Telescopic, coil spring, oil damped
|- 
!Front Wheel Travel
|120 mm / 4.7 in
|- 
!Rear Suspension
|Link type, coil spring, oil damped
|- 
!Rear Wheel Travel
|137 mm / 5.39 in
|- 
!Front Brakes
|2 x 310mm Discs, 6 piston calipers, ABS
|- 
!Rear Brakes
|Single 240mm disc, ABS
|- 
!Front Tire
|120/70-ZR17
|- 
!Rear Tire
|180/55 ZR17
|- 
!Rake
|26°
|- 
!Trail
|107 mm / 4.2 in
|- 
!Dimensions
|Length 2130 mm / 83.8 in Width 790 mm / 31.1 in Height 1250 mm / 49.2 in
|- 
!Wheelbase
|1485 mm / 58.4
|- 
!Seat Height
|785 mm - 805 mm / 30.9 in -31.6 in
|- 
!Ground Clearance
|135 mm / 5.2 in
|- 
!Dry Weight
|236 kg / 520 lbs
|- 
!Wet Weight
|250 kg / 551 lbs
|- 
!Fuel Capacity
|19 Litres / 5.0 gal / 4.2 Imp gal
|- 
!Reviews
|1000ps / MC24.no / Motorcyclist

|}
== External Links ==
* http://www.motorcyclistonline.com/features/122_0705_suzuki_bandit_1250s/
* http://www.mc24.no/article.php?articleID=743&categoryID=116
* http://www.1000ps.at/forum.asp?thema_id=2055996&id=2055996#view

[[Category:Suzuki motorcycles]]