2016 Suzuki Gsf1250s Bandit 1250 S W/abs Review

With the return of the Bandit 1250S, Suzuki brings a familiar and fun machine back into the family fold. (Photography by Kevin Fly and Ken Lee)

Sometimes, going back to the well turns out to be the smartest move you lot tin make. For 2016, Suzuki returns to a trusted source by reintroducing the Bandit 1250S ABS refreshed with a slight wardrobe change. The Big Bandit legacy began in 1997 with the original 4-cylinder 1200, the air-cooled 1,152cc carbureted old-schoolhouse version. Today's lightly warmed-over Brigand 1250S springs forth from the liquid-cooled, fuel-injected 1,255cc remake of 2007, a bike that last proved itself a solid performer in fully-faired GSX1250FA form ( Rider, June 2011). This 2016 update features a new, more than aerodynamic half-fairing adorning an otherwise unchanged rolling chassis, so information technology'due south all very familiar to riders who have been around a while.

Lacking any changes to the primary mechanicals since our last test, the 2016 Suzuki Brigand 1250S might seem to be at a disadvantage in the current sport-touring market place where there's then much new contest. Just for starters, in-house rivals include Suzuki'due south new-for-2016 GSX-S750 and GSX-S1000F, along with the highly regarded and very versatile 1,037cc V-Strom yard crossover. So why bring back an essentially unchanged Bandit 1250? Two convincing reasons: Information technology'due south still a very skillful all-around ride, and now priced at $9,899 information technology's a damn stiff value to kick.

Winter fourth dimension's the best time to ride California's justly famous Pacific Coast Highway.

Since this new Bandit opens back-to-the-well reminiscing, I decided to ride it from Southern California back to my one-time stomping grounds around the San Francisco Peninsula where I starting time discovered the joys of motorcycling. Why? Nosotros even so have lots of family upwardly north, including my nephew Peter, who recently turned xv years old. I got him started riding dirt bikes years ago, and now he's eyeing street bikes. He'll get his driver's permit shortly, so he can immediately set out on his own aboard 2 wheels—something non allowed in a motorcar or truck in California.

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Through the years, I've filled his head with many stories well-nigh my riding exploits in the nearby Skyline/Pescadero/La Honda area dorsum when I was a mere teenager. And he'south been to Alice'south Eating place, the well-known hangout where bikes gather on weekends. And so naturally, he'due south been begging me to take him on a ride; sort of a scouting trip, if you lot will. That's if his parents—who don't ride—allow him to really go a street bike. That's still a topic nether much argue. But don't arraign me; Uncle Ken'south just a conduit….

Later on meeting the Brigand and visiting some terrific Bay Surface area riding spots, nephew Peter decided he'southward all-in for street bikes. But don't tell his folks…

Long overdue on my promise to evidence him these fantastic roads firsthand, I strapped some bags on the Bandit and started out my quick weekend visit with a fast state highway shot up to the Bay Expanse—well-nigh 350 straight miles, stopping but three times for fuel and one cup of coffee. The Bandit proved itself a strong pike cruiser, always inviting you to pass the next car ahead; you lot have to watch out for speed creep since the engine pulls with zilch effort, goose egg vibration and hardly a hint of frazzle noise.

Tuned for tons of grunt from correct off idle, the Bandit delivers an uncommonly strong, very flat powerband. Careful here; be advised that non all tabletop-torque-curves are created equal. Sometimes, the phrase "a apartment torque curve" is actually code for an engine that'south unresponsive, a bicycle that's ho-hum. Definitely not the case here. This engine feels delightfully strong correct from the outset and revs eagerly as the horsepower ramps up, pouring out fantastic performance all the way to the nine,500-rpm redline. It's a bang-up motor to live with in all street-riding conditions, loads of make-you lot-smile ability on tap, just waiting to be unleashed.

If you lot dearest big, strong motors and crave versatility, the Bandit is willing and able to fulfill a wide multifariousness of uses. Information technology handled long freeway stints, 2-upwards riding and twisty roads quite well, all in one three-twenty-four hour period trip.

Gobbling up the miles as Saturday turned night, I noticed the Bandit provides fantabulous ergonomics; fairly upright position with seat/bar/peg relationships virtually perfect for my 6-foot frame, more than so after I adapted the seat up via reversible rubber supports. In that location's lots of space on the well-padded, flat seat to shift back and forth, which allows altering pressure points to delay butt aches. Depending on where I'm sitting and how my torso is angled, the wind stream hits me in the chinbar area, anywhere from the bottom to two inches in a higher place the upper edge. No turbulence thank you to a make clean, laminar period off the windscreen, just you get a bit of helmet elevator and the helmet interior gets a tad drafty. A taller windscreen could eliminate these effects, but at the cost of a less streamlined expect. Only a small niggle here; overall at that place's very serviceable weather protection, proven past the 100 miles of rain I had to slog through. Also, ride is on the firm side of medium, yet non harsh. I'll gladly trade off cushy comfort for twisty-road functioning—a benefit I'd soon reap.

Liquid-cooled, ane,255cc engine delivers loads of torque, delightful smoothness and runs on regular gas.

Peter and his folks greeted me with a warm welcome and a hot toddy, and the next morning Peter was more than eager to help launder away the rain grime; that'south the kind of kid he is. We had to get the cycle looking presentable for the photograph stops I planned during Lord's day's ride at landmark spots including Alice'southward, Apple Jack'south, the San Gregorio Full general Shop and Duarte's Tavern in Pescadero, fifty-fifty though the weather still looked cloudy, damp and threatening.

He'south growing like a weed, weighing in at about 160 pounds at present, so I had already dialed in more than fork spring preload, down to the 2d ring instead of the standard three of 5 markings. The rear stupor I left in the standard centre-of-the-route settings, largely because the adjusters for spring preload and rebound damping on the unmarried-stupor rear setup are and so hard to admission. These settings worked just fine solo and for our day of 2-upward adventuring.

We quickly arrived at Kings Mountain Road outside the town of Woodside, a longtime favorite tortuous path bordered by oaks, redwoods, moss and ferns. Zooming uphill at a incomparably quick (only condom!) pace, the Bandit was a joy. Despite our combined load, the super-potent engine didn't seem to notice Peter'southward weight as it rocketed forwards. Steering characteristics with the Bandit, however, are not peculiarly intuitive; it obediently follows steering inputs, but it lacks an inherent eagerness for seamless steering transitions that would permit it dance down tight roads with instinctive ease.

Sleek one-half-fairing provides smooth wind menstruation and adequate weather protection.

Although it lacks that automatic man/machine mind-meld nowadays in the best sport machines, information technology still makes for a very sporting mount overall. In fast arcing sweepers that are more open, once initial turn-in is accomplished the Bandit tracks with solid confidence, a reassuringly stable platform—just equally information technology is on the throughway and at elevated speeds.
Brakes front end and rear are strong and progressive, but the front doesn't return much feedback; it has a somewhat wooden experience to it. It'southward not a functional problem, but the Brigand's brakes are definitely not as viscerally pleasing in apply as newer, radial-mountain forepart brakes.

Fuel metering is flawless, but there's a small fleck of driveline lash in the lower gears that becomes substantially inconsequential because it disappears in the upper gears, especially fifth and sixth. That's where you live most of the time thank you to the arable torque. Our two-up twisty road escapades dropped fuel consumption to a mere 33 mpg, but freeway travel showed about 43 mpg, close to 200 miles of riding range if you need to stretch things.

Dyno nautical chart for the 2016 Suzuki Bandit 1250S ABS.

Unfortunately, calorie-free pelting showers had u.s. running for home past late afternoon, cutting our riding itinerary short. We had covered a lot of territory, still, visiting places Peter had never seen even though he lives so close by. He said Kings Mountain, Tunitas Creek Road and Stage Road stand out as his favorites, and Alice's is e'er a care for.

Upon my Monday departure I treated myself to a ride through Carmel and downwards Pacific Coast Highway to Cambria, an ever-fun route that'southward even better in winter when the crush of tourists—and the resulting traffic—dies down. The cloud embrace hung on and a few light sprinkles barbarous, but they did goose egg to dampen the continuing fun.

So it took iii jam-packed days to visit my nephew to demonstrate street bikes are every flake equally fun as clay bikes—a truism he might end upwards pursuing the remainder of his life. Was it worth burning up a weekend? Darn right it was. Would I choose the Suzuki Bandit 1250S to ride if I had to do information technology again? Darn correct I would. In fact, Peter said he could hardly wait for my next visit. And he wants me to bring the Bandit.

2016 Suzuki Brigand 1250S ABS

2016 Suzuki Brigand 1250S ABS

Base Price: $9,899
Warranty: 1 yr., unltd. miles
Website:suzukicycles.com

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Instrumentation is a bit basic only includes a fuel approximate and is easy to read, day or nighttime.

Engine
Type: Liquid-cooled, transverse in-line four
Displacement: ane,255cc
Bore x Stroke: 79.0 x 64.0mm
Compression Ratio: 10.5:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 14,500 miles
Fuel Delivery: 36mm dual throttle valve EFI x 4
Lubrication Organization: Wet sump, iii.seven-qt. cap.
Manual: 6-speed, hydraulically actuated wet clutch
Final Drive: O-band chain

Electrical
Ignition: Digital transistorized
Charging Output: 400 watts @ 5,000 rpm
Bombardment: 12V 10AH

Front disc brakes offering practiced stopping power but need more than experience. ABS is standard.

Chassis
Frame: Tubular-steel perimeter due west/ box-section aluminum swingarm
Wheelbase: 58.v in.
Rake/Trail: 25.3 degrees/four.1 in.
Seat Height: 31.vii/32.5 in.
Suspension, Front: 43mm stanchions, adj. for spring preload w/ 5.1-in. travel
Rear: Single shock, adj. for leap preload & rebound damping westward/ 5.4-in. travel
Brakes, Front: Dual floating discs westward/ opposed 4-piston calipers & ABS
Rear: Single disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.v x 17 in.
Rear: Cast, 5.5 x 17 in.
Tires, Front end: 120/lxx-ZR17
Rear: 180/55-ZR17
Wet Weight: 558 lbs.
Load Capacity: 490 lbs.
GVWR: 1,048 lbs.

Performance
Fuel Chapters: five.0 gals., last 1.0 gal. warning low-cal on
MPG: 87 PON min. (low/avg/loftier) 32.9/39.7/42.9
Estimated Range: 198 miles
Indicated RPM at 60 MPH: 3,200

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Source: https://ridermagazine.com/2016/03/30/2016-suzuki-bandit-1250s-abs-road-test-reiew/

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