Suzuki 1250S walkaround

Suzuki Bandit 1250 & mods

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Bandit 1250 SA GT
Nog completer en comfortabeler dan de standaard Bandit 1250SA, de Bandit 1250SA Grand Touring! Voorzien van een volle kuip en een stijlvolle kofferset. Plaatsen van een eventuele topkoffer is zo gebeurd door de standaard bagage- en topkofferdrager. Als "finishing touch" een vario touringscherm en een Bandit tankpad. De Bandit 1250SA Grand Touring maakt je leven nog aangenamer!





SUZUKI BANDIT1250F DELKEVIC 225mm DS70 Slip-on EXHAUST SOUND
スズキ・バンディット1250FにDELKEVICの 225mmスリップオンマフラー・DS70を装着して みました。





SUZUKI Bandit1250S いろいろとカスタム
SUZUKI Bandit1250S 07年モデルの赤色です(・ω・)b オプションはAGRASのコアガード・アクスルプロテクター ACTIVE LEDウインカー ライセンスホルダー付 、スラッシュガードサブフレーム付き、VARIOツーリング クリーン、GIproDS、GIVI_E470、V35用パニアホルダー、ハン ドガードはV-ストロームの流用です。





2016 Suzuki Bandit 1250S ABS - suzuki bandit - suzuki bandit 1250
Suzuki’s 2016 Bandit 1250S finds itself in a strange place. Once the go-to standard bike in Suzuki’s lineup, the $9,899 Bandito Grande now has intramural competition from the cheaper ($7,999), lighter GSX-S750 from below as well as the much higher-performance (and only slightly more expensive at $10,999 with ABS) GSX-S1000F just above. Which, naturally, begs the question: What would entice a buyer to go for the Bandit over the GSX-S1000 ABS in the same price range? And, thinking more laterally, what makes the Bandit more appealing than, say, a V-Strom 1000 for touring? In many ways, Mr. Bandit is a jack of all trades, which will be viewed as a strength to some buyers, a demerit to others. Is there still room in motorcycling for the mature generalist? Mature, by the way, is code for old. The suzuki bandit 1250 was first introduced in 2007 with an MSRP of $8,799, primed to do battle with Yamaha’s still-kinda-new second-generation FZ1. Now the suzuki bandit 1250 has been refreshed ever so slightly and made slightly more affordable; that ‘07 price tag equates to just over $10,000 today. So much of the Bandit’s styling still speaks to that first millennial decade, only now Suzuki’s added a few small fairing pieces to the front end to help with airflow around the radiator shrouds. The Bandit’s aerodynamics aren’t bad, but the height of the windscreen is somewhere between just bikini pretty and awkwardly tall but useful. For my 5-foot-5 self, that means I either have to tuck in really tight behind the fairing to minimize wind (and still get a noisy blast of it right into the vent above my face shield) or sit taller than my natural riding posture to maximize the aerodynamic flow. Neither of which is practical for longer rides. Taller riders say the fairing parts the wind just right, leaving their heads out of the turbulent air. If the Bandit’s aerodynamics are less than ideal for long rides—for shorties, anyway—at least its liquid-cooled four-cylinder engine is up to the task. In fact, the Bandit’s eerie smoothness and effortless torque seem built for touring. Cruising along at highway speeds, the Bandit’s tall gearing is made possible by the engine’s bounteous torque, which begins to make an impression as low as 1,350 rpm. At typical highway speeds, the engine is loafing at 4,500 rpm. Plenty of times I found myself cruising along at 80 mph in fifth gear, making sixth almost superfluous. Sadly this does not equate to especially impressive fuel mileage. Over nine fuel ups, with mostly freeway riding, the Bandit averaged a middling 40 mpg. At least the Bandit has very good throttle response—the engine responds immediately but not abruptly, and is much better than the too-sharp GSX-S1000. If smoothness wasn’t enough to prove the taming of the Bandit, the low decibel Exhaust noise is. At one point, a riding buddy pulled up next to me after I’d started the bike, leaned over and said “I didn’t even realize that thing was on!” Some might rejoice in the smoothing of El Bandito’s buzz, but others find it too tame. Bossman Cook opined, “As a long-time Bandit fan, I don’t like this engine. It’s too tame, too quiet, too… um, not like an early GSX-R.” Someone needs to tell Cook that 1985 called and wants its oil-swilling, hydrocarbon-spewing engine back. Give Suzuki credit for matching a calm, reassuring engine with brakes of the same temperament. The four-piston Tokico fronts and single-piston Nissin rear on the 1250 offer adequate power, but the front brakes require a firm pull to get into the ABS and have virtually no feel, like squeezing a balloon full of sand. ABS comes standard, and makes quite a fuss when engaged, calling attention to itself with a very distinct clatter (and not an endearing clatter some would prefer in the engine noise). Steering effort is on the heavy side but the bike’s inherent responses are fairly neutral. It doesn’t try to push back in corners, and isn’t unduly upset by mid-corner bumps, but sporting riders would likely consider the Bandit to be safe and dull. suzuki bandit 1250 suzuki bandit suzuki bandit 1200 suzuki bandit 1250 suzuki bandit 600 suzuki bandit 400 suzuki bandit 250 suzuki bandit 1250 review suzuki bandit 650 suzuki bandit streetfighter suzuki bandit review suzuki bandit 1250 review suzuki bandit 1250 Exhaust suzuki bandit 1250 top speed suzuki bandit 1250s abs suzuki bandit 1250 wheelie suzuki bandit 1250s 2015 suzuki bandit 1250 vs suzuki bandit 1250 acceleration suzuki bandit 1250 streetfighter suzuki bandit 1250 touring suzuki bandit 1250 test suzuki bandit 1250 india




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