Suzuki GSF 650 Bandit [2009–2012]: The Unapologetic All-Rounder Revisited

Overview: The Bandit’s Enduring Legacy

When Suzuki launched the original Bandit 600 in 1995, it rewrote the rulebook for middleweight motorcycles by blending simplicity, affordability, and just enough attitude to thrill without intimidating. Fast-forward to the 2009–2012 GSF 650 Bandit, and the formula remains intact—but with refinements that make it a standout in the "do-it-all" category. This generation retains the Bandit’s DNA as a jack-of-all-trades, now dressed in sharper bodywork and equipped with modern touches like fuel injection and optional ABS.

Riding the 2009–2012 Bandit feels like catching up with an old friend who’s aged gracefully. It’s not the fastest or flashiest bike in the garage, but it’s the one you’d trust for daily commutes, weekend twisties, or even a cross-country haul. Suzuki’s updates during this era—sleeker fairing designs, adjustable ergonomics, and improved suspension—polish the rough edges of earlier models while keeping the soul of the Bandit alive.

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Design & Ergonomics: Function Meets (Subtle) Flair

The 2009–2012 Bandit sheds some of its predecessor’s utilitarian look with a redesigned front end. The unfaired N model sports a modernized headlight cluster, while the S version adds a half-fairing with integrated storage compartments (though they’re not lockable). Both variants feature a blacked-out engine finish and a revised tail section that gives the bike a cleaner, more contemporary silhouette.

The adjustable seat height (770–790 mm / 30.3–31.1 in) caters to riders of varying statures. At 5’8” (173 cm), I found the lower setting comfortable for stop-and-go traffic, while taller riders will appreciate the extra legroom. The handlebars are slightly pulled back, promoting an upright riding position that’s easy on the shoulders during long rides.

Suzuki’s attention to practicality shines in details like the span-adjustable brake and clutch levers, a welcome upgrade from the fixed units on earlier models. The analog-digital instrument cluster is straightforward, with a gear position indicator—a rarity in this class—and twin trip meters.

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Engine & Performance: Smooth Operator

At the heart of the Bandit lies its 656cc inline-four engine, a stalwart powerplant that’s air/oil-cooled—a nod to simplicity and reliability. With 85 hp (62.5 kW) at 10,500 rpm and 64 Nm (47.2 lb-ft) of torque peaking at 8,900 rpm, it’s no firebreather, but the delivery is butter-smooth. Throttle response from the fuel-injected system is linear, making it forgiving for newer riders yet engaging enough for veterans.

On the road:
- City riding: The Bandit’s torque curve is flat and friendly. At 3,000 rpm, it’ll pull cleanly from 30 km/h (19 mph) in sixth gear without protest.
- Highway cruising: At 120 km/h (75 mph), the engine hums at 6,500 rpm, leaving plenty in reserve for overtakes. The quarter-mile sprint takes 12.5 seconds, topping out at 198 km/h (123 mph)—adequate but not spine-tingling.
- Fuel efficiency: Averaging 4.8 L/100 km (49.2 US mpg), the 19L (5.0 US gal) tank delivers a 350–400 km (217–248 mi) range.

The six-speed transmission is a highlight, with shifts that are crisp and light. Neutral is easy to find, even at stops—a small but appreciated touch.

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Handling & Braking: Steady as She Goes

Weighing 215 kg (474 lbs) dry, the Bandit isn’t a featherweight, but its steel double-cradle frame distributes mass well. The 41mm telescopic forks (preload-adjustable) and rear monoshock (7-way preload, 4-way rebound damping) strike a balance between comfort and control. Over potholed city streets, the suspension soaks up impacts without wallowing, while canyon carving reveals predictable cornering manners.

Key handling notes:
- Steering: The 1,440 mm (56.7 in) wheelbase lends stability at speed, though the unfaired N model feels marginally quicker to tip into corners.
- Tires: Bridgestone Battlax BT-016s (120/70-17 front, 160/60-17 rear) offer decent grip, but upgrading to stickier rubber transforms the bike’s confidence mid-corner.
- Brakes: Dual 290mm front discs with twin-piston calipers (ABS on the S model) provide strong, progressive stopping power. The ABS isn’t the latest generation, but it’s unobtrusive and inspires confidence in wet conditions.

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Competition: How the Bandit Stacks Up

1. Honda CB600F Hornet (2007–2010)

• Pros: Sharper styling, 102 hp engine, lighter at 197 kg (434 lbs).
• Cons: Peakier powerband, firmer seat, higher insurance costs.
• Verdict: The Hornet is sportier but less forgiving for novices.

2. Yamaha FZ6 Fazer (2006–2009)

• Pros: R6-derived engine, optional full fairing, 72 hp.
• Cons: Vibey at high RPMs, cramped ergonomics for taller riders.
• Verdict: A touring-focused alternative but less torque-heavy.

3. Kawasaki ER-6n (2006–2011)

• Pros: Parallel twin simplicity, 72 hp, 204 kg (450 lbs) wet weight.
• Cons: Bland exhaust note, budget suspension.
• Verdict: Lighter and cheaper to run but lacks the Bandit’s character.

Bandit’s edge: It’s the Goldilocks option—enough power for excitement, enough comfort for daily use, and a reputation for bulletproof reliability.

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Maintenance: Keeping the Bandit in Fighting Shape

The 2009–2012 Bandit is low-fuss but benefits from proactive care:

Critical Service Intervals

• Oil changes: Every 6,000 km (3,728 mi) with SAE 10W-40 (3.5L with filter).
• Valve clearance: 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).
• Chain adjustment: Every 1,000 km (621 mi). Stock 118-link chain works best with 15/48 sprockets.

Common Issues & Fixes

• Corrosion: The black engine finish and exhaust headers are prone to rust. Upgrade to stainless steel headers or apply high-temp ceramic coating.
• Soft suspension: The rear shock sags over time. MOTOPARTS.store offers preload adjuster kits and progressive-rate springs.
• ABS maintenance: Flush brake fluid (DOT 4) every two years to prevent caliper sticking.

Recommended Upgrades

1. Exhaust: Swap the bulky stock muffler for a slip-on (like Scorpion Serket) to shed 3–4 kg (6.6–8.8 lbs) and unlock a deeper exhaust note.
2. Seat comfort: Gel seat inserts reduce fatigue on rides over 200 km (124 mi).
3. Lighting: LED aux lights improve visibility and modernize the front end.

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Final Thoughts: The Bandit’s Lasting Appeal

The 2009–2012 Suzuki GSF 650 Bandit isn’t about cutting-edge tech or eye-watering speed. It’s about delivering a riding experience that’s accessible, dependable, and genuinely enjoyable. Whether you’re threading through urban traffic, carving backroads, or loading up for a weekend getaway, the Bandit handles it all with a shrug and a smile.

For riders who value substance over trends—and who relish the idea of a motorcycle that’s as happy on a grocery run as it is on a mountain pass—the Bandit remains a compelling choice. And with a vast aftermarket support network (including MOTOPARTS.store’s catalog of upgrades), it’s a bike that invites personalization.

In a world of hyper-specialized motorcycles, the Bandit is a reminder that sometimes, the best bike is the one that does everything well enough—and does it with character.

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Specifications sheet

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