Motorcycle specifications SuzukiGSF 600 Bandit N 1999 The heist of the century

"Hello. Allow me to introduce you to our 95 novelty: the 600 Bandit. It's our new medium-displacement roadster; it costs less than 37,000 frs!" The shock is on! Suzuki sent a little bombshell onto the market that would cause quite a stir in the category (and get the company out of an unhappy situation). A 4-cylinder roadster with 74 hp and a face like that for the price of an XJN Diversion or CB 500 is unbelievable. Yet it's possible, and that's not the Bandit's only advantage.

first, let's find out how Suzuki managed to keep the price of this machine so low. Perhaps the finish has been botched? Not at all; on the contrary. Quality paintwork, chrome headlights and meters, stainless steel exhaust system, adjustable front brake lever, aluminum footpegs - this is no bargain bike.
No matter how hard you look for the bone, you just can't find it. Quite simply because Hamamatsu wanted to keep things simple, functional and standardized. And here are the tricks that helped bring the price down.
First, the engine, which is none other than the air- and oil-cooled 600 GSX-F. A block that appeared quite a few years ago and has now paid for itself many times over. A few modifications have made it quieter and more efficient at lower revs. The Mikuni 33 mm carburetors have been replaced by 32 mm Keihin, the camshafts have a new profile, and to reduce noise, the timing chain is now of the silent type, while the lower engine cases have a honeycomb structure.
As for the chassis, it borrows heavily from the RF 600: the front axle (with Kayaba non-adjustable suspension, bye bye Showa), wheels, brake calipers (Nissin, no longer Tokico) and part of the rear light. The speedometer unit, meanwhile, comes from the GSX 1100 G. So much for economies of scale, allowing Suz to offer a bike that's well worth the money and that will age well.

Well, we're not going to wait until the year 2000 to get on it. A little effort to manoeuvre the thing out of the garage, a stride, and the chromed handlebars are there for the taking. Once on board, the natural, slightly forward riding position will quickly put you at ease. Don't be surprised if your pelvis drops to meet the base of the tank: the Bandit's seat seems to have been designed with tall people in mind. One thing's for sure, though, whether you're big or small, you'll never be disappointed by the comfort of this saddle. Halfway between soft wood and thin foam. While we're at it, we might as well point out what's wrong with it right away: no handles for the passenger (go hang on when the rider freaks out...), optional center stand, and... and... and... and that's it.
The GSF doesn't give a damn about critics. And like her, you'd rather play with her 4-legged than look for the little beast. Very supple and lively overall, the mill doesn't play much on the torque register and will rather use its punishing character. From low revs, it takes its turns valiantly up to 6,000 rpm. Once there, it takes a second to calm down, only to give back its watts afterwards. Above 8,000 rpm, the boiler really comes into its own, allowing you to play with its consequent power without being dangerous. In terms of performance, the Suzuki has no rivals in its class.
Both powerful and easy to ride, the Bandit also boasts a chassis that's lively, precise, stable and comfortable. The weight is completely forgettable, without in any way hindering the ride or the pleasure of negotiating twists and turns on national roads. When it comes to compromises, the Suz is equipped with relatively supple suspensions, which we'll often thank for the comfort they provide. But without hydraulic adjustments, these suspensions don't allow the machine to be a blade in the field of riding precision. I didn't say it was clumsy and hesitant, far from it - just less rigorous than a sporty roadster, like a Ducati Monster. You can't have everything, and the suppleness of the damping makes all the difference on a daily basis. It's not me talking, it's the lumbar vertebrae.
Evening falls and the soup heats up. 2 excuses to turn the throttle more aggressively. of course, as soon as you start going fast, it puts a strain on your arms and helmet. Up to 140, it's okay; the speedometers help a little with protection. Above that, just hang on and wait for the city lights to come on.

You can return home with a light mind, without worrying too much about the cars. The Bandit rides smoothly in traffic. Just be careful getting off the curb (it can rub on the manifold) and making U-turns (the turning radius is a tad wide).
Once tucked away in the warmth of home, don't bother telling your friends that a star is sleeping at home. Not only will everyone want it, a lot of people will have it.

need more versatility? Fortunately, the Bandit also comes in an S version. It's a good deal too: just 2,000 francs more to benefit from a fork head for improved protection, a center stand and passenger grips.

M.B
(manufacturer's photos)