This article will be the own opinion of the non-believing Banditovod) That is. me) I had a lot of them, different ones, starting from 400 and up to the largest ones. Carburetor and injection. For the last five years I’ve been riding a 1250S, injected (1250 is all injected), I was without ABS, now I’m with ABS.
My height is 183 cm, weight at the beginning of this season is 107 kg, now 96 kg (average 100 kg). This is to understand how “heavy” the motorcycle is, what kind of wind protection it has, how it rides under load, etc. etc.
I bought the car as is, in Blagoveshchensk, I am the second owner according to the title, the mileage at the time of purchase was 7,000 km. Or so. Motorcycle from Japan. Japanese version, with a cut-off speed of 195 km/h.
Installed on the moto not from stock (everything that is not stock on it is all from Japan, i.e. the moto sailed from there exactly in this form): Yoshimura muffler, Givi mount and case (only the rear one for 35 liters), side plastic ( a la GSX), GiPro-DS gear indicator (gears only, does not affect the brain, does not remove the restriction), Puig carbon fiber hugger.
Go! )
Regarding the human factor: Landing . It’s comfortable, almost smooth, I don’t look like a shrimp on it. I covered different distances, my back and arms didn’t go numb, my knees didn’t ache. 750-1000 at once is normal. One minus is that the gluteal muscles, if you will, start to hurt. And quite quickly, after 200-300 km, there is a solution - gel seats, but I don’t bother, 250-300 km on average and refueling, there’s more rest there.
Wind protection . Given my height, the stock glass is a little small, quite a bit small, but there is a solution - MPA or Puig touring glass, and also a spoiler on top, which is absolutely beautiful. I have enough neck and strength not to hide (not lie on the tank) behind the glass at maximum speed. I sit up straight, hold my head up, the windage is huge, but the ride is quite comfortable if there is no side wind, otherwise it blows away). The additional side plastic, I don’t know what it affects or whether it affects it at all. The last moto was without it, I didn’t understand the difference, I didn’t notice it. Probably just for beauty and price)
Controllability . Very good for me. Both in a straight line and turns at the additional stage (I haven’t driven on the track, I can’t say anything) it goes with a bang, the main thing is not to mess up). For me it is heavy at the very beginning of the season when you roll it out of the garage. It looks like it weighs a ton! But a couple of weeks of training and a bike)
What does NOT concern the human factor (or partially concerns): Consumption . I can say with complete confidence that the minimum consumption starts from 5 (even 4.9) liters per hundred (95 benz). Those. on a full tank (the tank is full) on this motorcycle I travel 400 km without refueling. This consumption will be if you drive at a speed of 90 km/h. Yes, it’s vomiting, but it’s real and sometimes it can come in handy. The maximum consumption I could achieve was 12 liters per hundred. On the highway, if you keep 180-190 km/h all the time - 9-10 liters per hundred. At a speed of 150-160 (for me this is the most comfortable on this bike on the highway) 7-8 liters per hundred. Here's another thing, the tank of this motorcycle contains 20 liters of gasoline (+-200 milliliters), different sources give different information (18-19). Of course, you have to move it to the sides, tug it back and forth to let the air out, but it comes in (and comes out))).
ABS . This is the first bike I've ever owned that has this thing on it. And I am glad of this circumstance! The system is not combined, i.e. front and back don't work together. If you pinched the rear, ABS will only work on the rear wheel, the same with the front wheel. Somewhere on this resource there were holivars on this topic, what is good and what is bad. I think this is good! Yes, it is somewhat relaxing, but at the same time it almost eliminates the fear of slamming on the brakes. Believe me, as before, I constantly train my emergency braking skills. And ABS can only help me! Because if I overpressure, the wheel will not skid, but the ABS will simply work. That's all love...
Power . There are 100 horses in stock and huge torque. On this motor you can leave speeds 1 and 6, and even add 7. The first one accelerates to 100 (or 120 before the cutoff), and then in sixth it accelerates quite well (even with two passengers and 50 kilos of swag). You can even start from 6th gear. The rear wheel is driven in first gear without a clutch, only with gas (taking into account its mass and the mass of the steering wheel!). Up to a hundred 3 seconds, up to 200 did not detect)
Reliability, maintainability, consumables, maintenance, etc. Engine . The mot is made to perfection. The engine resource allows you to not even climb into it for the first 100,000 km. Of course, subject to proper maintenance and service. An oil change is recommended every 6 thousand km, 10 thousand on one oil is normal. Filter every second oil change. It may be necessary to adjust the valves (on water bandos they use washers) and synchronization. Although this procedure is recommended, if I’m not mistaken, every 24 thousand km, and every 16 thousand km. I climbed there at both 16 and 24 - there’s nothing to do there, all the gaps are normal. Finding a service manual for this motor on the Internet is not a problem, everything is detailed there.
Chain and stars . My bike has covered about 53,000 km and only now is it time to change the chain, because it has not stretched evenly. At about 45 I changed the rear sprocket, the drive is still fine. And why is it because you have to smear it! Yes, lubricant is not cheap, but how much is a chain + sprocket kit now? That's right, a lot! It's much cheaper to smear. And an auto lubricant is even cheaper! And, believe me, an auto lubricator, all other things being equal, will extend the life of the chain by another 20-30 thousand. As a result, with proper care of the chain, it can safely run 50 thousand km. I always want to ask those who sell motorcycles, but in the description the mileage is, for example, 11,000 km, and the chain is already stretched, that the tensioner is stuck, what was done with this motorcycle? Or the mileage is 111,000 km... For example, two photos, one shows my motor with a mileage of 52 thousand km, and the second shows 11 thousand km.
Pads and brake discs . The front pads (original from the factory) covered approximately 38-40 thousand km, the rear ones 45-48. The discs have no visible wear, are even and smooth. Of course, there is some wear, but it is so small that it is not worth paying attention to. If you see a motorcycle for sale with a mileage of 20-30 thousand km, and the description says that the pads are replaced in a circle, you have to think about why they were changed so early?
Hodovka . Fork and rear shock absorber, wheels (bearings). The motor has already driven for 50 thousand. km. And not a drop of oil is visible around the seals, no signs that it is time to change the seals. Feathers without scratches, shells, rust, etc. I know a motor with almost twice as much mileage, the situation is the same, everything is clean and beautiful, without beating or play. BUT you need to change the oil according to the manual, or at least once a season. Because the internal parts of the fork wear out and there will be play, and this is a very expensive repair. A fork with a reserve for this moto and passengers. I don’t travel alone a lot, and that’s 100kg of my weight + 60kg of passenger + 10-15kg of belongings. For the rear one to leak out on this bike - I’ve never heard of that at all. On my motor the bearings are fine.
Electrics . What can I say? Nothing. Everything is simple, everything is smooth. There is enough generator. I hooked up the cigarette lighter, the car pump runs without problems, phone chargers, etc. too. There is a car alarm. Yes, I remembered one problem that can arise on these motors (650 and 1250) - the fuel pump. On this motor, under no circumstances should you drain the tank as soon as the pump grabs air and begins to idle - consider it a khan. But not completely. It will work, but poorly. This is expressed in failures at high speeds (from 3 thousand), the engine does not have enough gasoline, because. the pump is not able to supply it in sufficient quantity and at sufficient pressure. There is one more small nuisance that may seem like a huge problem - the limit switch on the clutch. To start this engine you need to squeeze the clutch, then the limit switch closes and the starter starts turning. So it turns sour over time, or the contacts burn out, or the contacting plates get crushed and there is no contact. Repair is simple - disassemble, clean, bend and at the same time order a new one.
Filter and fluid . Change according to the manual. All. ))
PS A little usual gag. The engine is reliable, any gasoline can be used, but it is better to fill it at proven gas stations. It is not at all fussy about maintenance, the main thing is not to be lazy about lubricating the chain. Change fluids according to the manual. I use both synthetic and synthetic oil. On semi-synthetics, the disappearance of 100 milliliters of oil was noticed per 6 thousand km, with synthetics, as much as you filled in and drained when replacing. Bleeding the brakes does not cause any difficulty when replacing the brake fluid. I changed the coolant only once, about 30 thousand.
For those who want a fashionable jar instead of a huge crap. Yes, the stock jammer is a perversion (all for the sake of the environment and noiselessness), a beautiful can is much more pleasing to the eye. But there is also a minus that I noticed - this is the volume and range. Believe me, with a stock muffler, your head will thank you on long trips. I really got high when I had to temporarily change Yasha to stock. But I won’t install stock for myself))) the sound is too pleasant with Yasha))
I have never painted or polished it. The tank was protected with honeycombs and a sticker, and the wheels were decorated. We also need to protect the top of the tank, around the neck, because out of habit I put the helmet there (you can see it in the first photo) and over time scratches appear and need polishing. The photo shows that some of the honeycombs have been torn off by knee pads. They were like enduro rides)) If there weren’t honeycombs or other protection, the paint would have been torn off. And so I glued new ones, cheap and cheerful)
Case! This is a brilliant invention of mankind! This is my first bike with a case. This, I repeat, is brilliant! Previously, backpacks, bags, nets, ahhhh. Now all the little things are there, the raincoat is registered there. There's a lot of beer included))
One seemingly unnoticeable, but ESSENTIAL plus of this moto is the central stand. I won’t describe all its advantages. But its value is not exaggerated by me.
The motor is “strangled”, the speed limit is limited. All this can be edited if necessary. And he will go for 260) But I don’t need it) He’s already driving his 200 in 3rd gear. There is so much power that you could use 7th gear and at a speed of 200 the fuel consumption would be 6-7 liters))
The Japanese come with orange turn signals (namely glass), the Europeans have transparent ones. The Japanese limit is 195 km/h, the Europeans are 260 km/h. The devices are the same, but they can be switched (switched) in miles instead of kilometers, all this is easily edited with two buttons on the device.
Yesterday, December 24, 2015, I closed the season and moved the bike from the parking lot to a warm garage. The engine started without problems (I haven’t started it since the beginning of October), no knocking from the engine, etc. It runs smoothly, purrs)))
Yes, only 78 horses were indicated in the PTS during customs clearance))
A completely modern bandit. Motorcycle Suzuki GSF 1250SA 2011
What it is: A remake of Suzuki's best-selling motorcycle with a semi-naked liquid-cooled, fuel-injected engine.
First impression: a little more civilized compared to its predecessors, but remains a hooligan under the paint. Possibly the best in the series.
Suzuki Australia boss Perry Morison made a good point last year when he said that while more than one decade-old model is still topping sales, not the entire market is obsessed with the latest, the fastest and the greatest. This is evident after Suzuki gave new life to the good old Bandit. Keep in mind that price matters, and at $11,990 plus on-road taxes, the latest Bandit, the 1250S K7, is still a reasonably priced performance bike. And this is a fairly powerful argument in favor of the old proven formula.
It's no secret that the Bandit's original 1157cc engine. The dual overhead camshaft, 16-valve, water-oil-cooled engine was launched in the GSX-R series in the mid-1980s, and has gained a strong reputation as a reliable and powerful engine. The first Bandits became the choice of stuntmen and motorcyclists for many years. Then the Bandits calmed down a little. The body kit went from short and chunky to big and ugly after attempts were made to make it more balanced. The problem was that Bubba the Bandit wasn't listening. He knew he had the heart and soul of the GSX-R, even though he was forced to wear some sort of plastic vest, he couldn't help but get wild.
Time moves forward and Bubba now has a completely new, pure heart. Not because there was anything wrong with the old one, it’s just that the old engine turned out to be too “dirty” according to the requirements of the Euro 3 standard. Which makes me wonder - has Bubba retained his teenage desire to kick everyone's ass in a race, or has he turned into a flower-nursing, chomping granola-lover?
SO WHAT HAS CHANGED?
Paradoxically, the answer is: a lot, but not a lot. I'll explain: this is a completely new engine - every part of it, even if their numbers remain the same. With a volume of 1255cc. cm. Obtained from the previous cylinder diameter but with a piston stroke of 64 mm. Together with Suzuki Dual Throttle Injection (SDTV) this means an increase in torque, if not power. The torque is now 11.0 kg-m versus 9.8 kg-m, while the power remains at 98 hp, although it seems that the extra 1.2 kg-m is not much, but this torque is achieved already at 3750 rpm versus the old 6500. This means that the linear characteristics have become much stronger. Moreover, thanks to the balancing shaft, they have become much smoother.
The chassis now features thicker tube walls, while the 25.3° rake and 104mm steering geometry remains unchanged. Weight is 229kg, which is 14kg more and actually 4kg heavier than the GSX1400. The suspension includes preload-adjustable 43 mm forks and a preload-adjustable rear shock absorber. The wheels, brakes and body look the same as before, while the wheelbase has grown by 5mm. The seat height remained adjustable from 790 to 810mm, while the gas tank became smaller by a liter. In general, everything listed above, except for reducing the tank capacity, is not bad at all. Still, the last bandit was undoubtedly not the best in his line.
POWER BALANCE
If you close your eyes, any bandit gives you a feeling of home, except that the soundtrack has changed. Despite being much heavier, Bandit closes the distance with ease. The rider's position is so well balanced that sudden braking in city traffic does not cause any difficulties. Rearview mirrors not only provide good visibility to the rear, but also easily float over the mirrors of most cars when pulled through traffic jams. Being narrow, the Bandit easily slips through the smallest gaps in traffic jams, and its 11 kg torque provides unparalleled performance when starting from a traffic light. All this makes for a relaxed ride. There is virtually no stress, you sit in a comfortable seat and enjoy a trip that would be a chore if you were traveling by car or on a bus. If there's a downside to peak torque being achieved at 3750rpm, it's that at 100km/h at 3400rpm, the slightest movement of the throttle results in a speed increase that induces traffic camera paranoia or "Victory Syndrome" as I do I prefer to call it.
Suzuki gearboxes have always been the best on the market and although the 1250 motor's gearbox does not seem to be good enough in lower gears, then this feeling disappears. Combined with a powerful torque reserve, this means you'll never find yourself in the wrong gear. Just twist the handles and Bandit will fly away. It needs to be said and I will say it - although I have always been a fan of the good old carburetor engines, the larger the engine, the better the injection works.
CUTTED?
While the Bandit 1250 can easily be used to get around town, the real test is on the open road. Even though life changes, there are situations and times when a motorcycle affirms life. T. E. Lawrence once said, “When I'm all nervous, I take a motorcycle and drive it at full speed on rough roads for hour after hour. My nerves are worn out and almost dead, and nothing short of voluntarily enduring danger can bring them to their senses.”
At cruising speed, 19 liters of tank (25 would be better!) allows you to easily travel 300 km. The adjustable seat provides freedom for the driver and passenger, who will appreciate that a grab handle is standard. The passenger position is slightly closer to the driver, which may not appeal to larger people, but it does provide weight centering and excellent aerodynamics.
If you were to take the Bandit to the races, you'd find yourself wasting effort in the rear of a Yamaha FZ1, for example, with squishy-soft suspension and a weight that would simply give in to a stronger rival. However, on the road to Kinglake with the late winter sun warming the road, you'll soon come to the conclusion that the multi-adjustable-is-all-it-all and 50bhp to spare. mean nothing in this world. Bandit is flawless and reliable. If you only need huge power, you're fooling yourself, because at 1250 you'll be thrown back. And while the Bandite doesn't have, say, the 13.6kgm torque of the FJR1300 Yamaha, you get torque right in the middle of the rev range and know it's reasonable. The old engine was stunning with its reckless lack of refinement, but the new engine seems like a boxer with huge fists, albeit dressed in an office suit.
Otherwise, with the standard suspension being too soft, it is comparable to the previous model. Not better, but comparable.. And even despite the increase in the wheelbase (maybe it’s the reduced weight of the wheels, maybe it’s the position of the engine) it is characterized by calm and confidence, which makes the motorcyclist test the edges of the tires and the limits of lean. There is no discomfort at all with large rolls (when you cling to the ground with the footrest), which were characteristic of the previous Bandits, and the balance is very difficult to upset - except on very large uneven surfaces. Changing direction occurs smoothly and calmly, and in addition, the soft suspension provides road feel on wet surfaces. This is very important, for example when braking. Strangely, the 310mm front brake discs with four-piston brake cylinders along with the 240mm rear brake disc were not as good as the brakes on previous models. They certainly work, but with much more effort...
FINALLY
Some people think that the original is always better. The original was great 11 years ago, when people wanted to own a GSX-R without having to break it down to buy it. Suzuki managed to create a motorcycle that kept pace with such a motorcycle. And just as the people who rode it changed over the course of those 11 years as they became more experienced, the Bandit also gradually changed along with them.
So, is Bubba still a rough guy? Again, an ambivalent answer - both yes and no. - after all, its DNA is such that a motorcycle that has taught millions to ride cannot be sold if it is turned into a motorcycle eunuch. Around the world, Bandit is nicknamed Blandit (weakling), and the yawn-inducing colors don't help sales either. The extra weight didn't help either. However, the fact that he is so capable should not be seen as a loss of character. The bandit may have become a granola lover, but don't be fooled. This is still the same Bandit with a gangster and evil character. You can get it from him.
