Motorcycle specifications SuzukiGSF 1200 BANDIT 2006 Family clothes

the Bandit celebrates its 10th anniversary in 2006. The perfect opportunity for a makeover. And since the youngest member of the family has already been through it recently, it's a good idea to steal her new clothes (in any case, that's how it's been since the family was born). The GSF wears the same outfit as the 650, with a restyled forkhead for the S version and a small headlight cowling for the Naked. The rest of the aesthetic evolutions are also from the same mould: scoops on the side of the frame above the engine, new 2-piece seat and new side covers behind the carburetor manifold. To distinguish the 1200 from the 650, just take a look at the side covers, which are chromed on the 12. The Tokico brake calipers have changed from 6 to 4 pistons, the fork is slightly different and the exhaust is no longer fixed by 3 large screws as on the previous model (a pity; you could change the muffler with just a few screwdriver strokes). Let's hope that Hamamatsu's engine-makers have taken a closer look at the carburetors and restored some of the 4-cylinder's big character. Filled and torquey, the big air- and oil-cooled mill had lost some of its big mouth when the Bandit was upgraded in 2001. the 650 did just fine, so there's no reason why the B12 should be any different. Following Suzuki's pricing policy, the GSF 1200 is offered as the most affordable big roadster on the market.

test ride :

a big roadster always has that intimidating quality that comes with rank. A little something that provokes this kind of phrase from the timid: "Ouhla! It's too big for me; I'll never be able to stand it...". Before you judge, sit down on the new B12. A little can go a long way. A narrower frame at seat level, a slimmer, height-adjustable saddle, a 3 cm shorter fuel tank - it's not much in absolute terms, but it allows a lot of people to put their feet up on the tarmac. "I'm not tall enough" is no longer an excuse.

you're still sitting naturally and serenely on the Bandit, now a little closer to the controls and a hair less comfortable - the seat offers a little less. The Suzuki's powerful blast is predisposed to take you far and wide, provided you can stand the air pressure on your helmet. In the S version, the semi fairing protects your chest, but not above shoulder level. A pity - the high bubble option is recommended if you ride far and often.

The big Bandit's clientele is not that of the big, aggressive roadsters such as the Z 1000, FZ1 or S4Rs. After all, Suzuki isn't a fan of the whip and horsepower. Engine-wise, little has changed: just a catalyzed exhaust and an air-injection system in the tailpipes to make it Euro 2 compliant. The 4-cylinder, air/oil-cooled engine is a big, quiet, generous muscle, always ready to kick-start great acceleration and acceleration. It's a pleasure to know that there's always something to respond to the right-hand throttle, whatever the revs and without giving you a hard time - the mill is very supple, considerate and dosable. As are the brakes, which don't seem to have suffered from the loss of 2 pistons per caliper.
One of the great advantages of the B12's chassis is its natural efficiency, which imposes no operating instructions. Easy, carefree and stable, the Suz is perfectly suited to its status as a big, very homogeneous bike. Only the suspension is a little lacking - it performs its task adequately, but a little less firmness would be appreciated.
With its good turning radius and great agility, it's not afraid of the city. But that doesn't mean it's going to go head-to-head with the new generation of street-fighters. Suzuki is sure to have something in store for us, as is the case with its 600 range: the Bandit for everyone, the GSR for those who like their bikes a little more serious.

M.B
(Test text inspired by M. Montange's article - Moto-Journal n°1 697
manufacturer's photos)