Suzuki GSF 1250 S Bandit [2007-2014]: A Timeless Torque Masterclass

The Suzuki GSF 1250 S Bandit is a motorcycle that refuses to fade into obscurity. Produced from 2007 to 2014, this generation of the Bandit carved its niche as a versatile, no-nonsense machine that blends sporty aggression with touring practicality. Having spent time with this iconic inline-four, it’s clear why it remains a favorite among riders who crave reliability, accessible power, and a chassis that adapts to both winding roads and daily commutes. Let’s dive into what makes the Bandit 1250 S a standout, even years after its discontinuation.

Design & Ergonomics: Form Follows Function

The Bandit 1250 S’s design is a masterclass in purposeful simplicity. Its half-fairing—a defining trait of the “S” model—strikes a balance between wind protection and naked-bike aesthetics. The fairing-mounted mirrors and angular headlight cluster give it a focused, road-ready stance, while the minimalist bodywork keeps the weight manageable at 250 kg (551 lbs) wet.

The adjustable seat height (785–805 mm / 30.9–31.6 in) caters to a wide range of riders. Even at its tallest setting, the narrow fuel tank and ergonomic peg placement make it easy to plant both feet firmly. The wide handlebars offer a relaxed, upright riding position, ideal for long hauls, though the lack of hand protection from windblast is noticeable at highway speeds.

Suzuki’s attention to practicality shines through details like the easy-access center stand and a 19-liter (5.0-gallon) fuel tank, which translates to a 300–350 km (186–217 mi) range. The LCD dash—with its speedometer, fuel gauge, and clock—is straightforward but lacks modern frills like a gear indicator.

Engine Performance: The Heart of the Bandit

At the core of the Bandit lies its 1255cc liquid-cooled inline-four, a powerhouse tuned for real-world usability. With 98 PS (72 kW) at 7,500 rpm and a stump-pulling 108 Nm (79.7 lb-ft) of torque at 3,700 rpm, this engine is all about midrange grunt. Throttle response from the Suzuki Dual Throttle Valve (SDTV) fuel injection is crisp, delivering linear power without the abruptness of older carbureted models.

Riding Impressions:

• Low-End Dominance: From as low as 2,000 rpm, the Bandit pulls like a freight train. Rolling on the throttle in third gear at 50 km/h (31 mph) sends you surging forward with minimal need to downshift.
• Smooth Operator: The secondary balancer shaft works wonders. Vibrations are virtually absent below 5,000 rpm, and even at redline, the buzz through the bars and pegs is more of a gentle hum than a headache-inducing rattle.
• Six-Speed Flexibility: The close-ratio gearbox encourages spirited riding, yet sixth gear keeps highway cruising relaxed at 4,000 rpm (≈120 km/h / 75 mph). Fuel economy hovers around 5.5–6.0 L/100 km (43–39 mpg), depending on riding style.

The engine’s durability is legendary, thanks to Suzuki’s Composite Electrochemical Material (SCEM) cylinder plating and hydraulic cam chain tensioners. This is a motor built to last 200,000+ km (124,000+ mi) with basic care.

Handling & Suspension: Confidence in the Corners

The Bandit’s steel double-cradle frame prioritizes stability over razor-sharp agility, but don’t mistake it for a slouch. With a 26-degree rake and 107 mm (4.2 in) of trail, the steering is deliberate yet responsive. The 43mm telescopic forks and link-type rear shock (preload-adjustable) offer a plush ride, absorbing potholes and expansion joints with ease.

On the Road:

• City Maneuverability: Despite its heft, the Bandit feels surprisingly nimble in traffic. The hydraulic clutch requires minimal effort, and the upright riding position grants excellent visibility.
• Twisties Playground: Push hard into a corner, and the Bridgestone Battlax tires (120/70-ZR17 front, 180/55-ZR17 rear) inspire confidence. Ground clearance is ample for spirited riding, though the pegs will scrape if you’re overly ambitious.
• Highway Stability: Crosswinds barely faze the Bandit, and the half-fairing deflects enough airflow to reduce rider fatigue.

Braking performance is solid, with dual 310mm front discs and 4-piston calipers (6-piston on ABS models). The ABS system, when equipped, is unobtrusive and adds peace of mind in wet conditions.

Comfort & Touring Credentials

The Bandit 1250 S straddles the line between sporty and tour-ready. The seat, while firm at first, proves supportive on multi-hour rides. Wind protection from the fairing is adequate up to 130 km/h (80 mph), though taller riders might crave a taller screen.

Practical touches include:
- 20mm Seat Height Adjustment: Lower the seat for city ease or raise it for added legroom.
- Luggage Readiness: The rear subframe handles soft panniers effortlessly, and aftermarket top cases bolt on without hassle.
- Heated Grips Compatibility: A popular upgrade for colder climates.

Competition: How Does the Bandit Stack Up?

In the mid-2000s sport-touring segment, the Bandit faced fierce rivals. Here’s how it compares:

1. Honda CB600F Hornet (2007–2010)

• Pros: Lighter (193 kg / 425 lbs), sharper handling.
• Cons: Peakier 599cc engine lacks low-end torque (64 Nm). The Bandit’s grunt makes it more versatile for two-up riding or touring.

2. Kawasaki Z750 (2004–2013)

• Pros: Aggressive styling, 113 hp at 10,500 rpm.
• Cons: High-strung engine demands revs; cramped ergonomics. The Bandit’s relaxed power delivery and seating win for comfort.

3. Yamaha FZ1 Fazer (2006–2015)

• Pros: 150 hp R1-derived engine, premium suspension.
• Cons: Harsher ride quality, higher maintenance costs. The Bandit undercuts it in value and ease of ownership.

Verdict: The Bandit’s torque-rich engine and all-day comfort make it a better all-rounder than its middleweight rivals, though it sacrifices outright sportiness.

Maintenance: Keeping the Bandit Thriving

The Bandit’s mechanical simplicity translates to DIY-friendly maintenance:

Key Service Points:

• Valve Clearances: Check every 24,000 km (15,000 mi). Intake: 0.10–0.20 mm (0.004–0.008 in), exhaust: 0.20–0.30 mm (0.008–0.012 in).
• Oil Changes: Every 6,000 km (3,700 mi) with 3.5L of SAE 10W-40 (API SF/SJ).
• Chain Care: 118-link chain requires regular cleaning and adjustment. Upgrade to an X-ring chain for longevity.
• Cooling System: Replace coolant every 2 years (3.25L capacity).

MOTOPARTS.store Recommendations:

• Spark Plugs: NGK CR7E (standard) or CR7EIX Iridium for sharper throttle response.
• Brake Pads: EBC HH sintered pads for improved bite.
• Air Filters: K&N high-flow filter to unlock subtle power gains.
• Suspension Upgrades: Progressive fork springs and a YSS rear shock transform handling.

Conclusion: The Bandit’s Enduring Appeal

The Suzuki GSF 1250 S Bandit isn’t about cutting-edge tech or track-ready performance. It’s a motorcycle that thrives on simplicity, offering a visceral riding experience backed by bulletproof reliability. Whether carving backroads, commuting, or touring two-up, the Bandit adapts with effortless torque and a chassis that forgives rough roads.

For riders seeking a used bike that won’t drain their wallet on repairs—or enthusiasts craving a blank canvas for customization—the Bandit 1250 S remains a compelling choice. Pair it with quality aftermarket parts from MOTOPARTS.store, and this Suzuki transforms from a capable workhorse into your personalized ultimate road companion.

Ageless, rugged, and endlessly adaptable—the Bandit 1250 S is a testament to Suzuki’s “no gimmicks” engineering philosophy.

Specifications sheet