SUZUKI Bandit Models/Series Timeline, Specifications & Photos

You can’t break the laws of physics, but the 2016 Suzuki Bandit 1250S ABS shows that you sure can bend them. Its Suzuki fuel-injected four-cylinder engine offers thrilling acceleration in every gear, with a rush of high-rpm performance. For crisp, precise handling on twisty roads, it has balanced suspension systems front and rear. It also features a technically advanced Antilock Braking System (ABS)* that monitors wheel speed, and matches stopping power to available traction.

The 2015 MY GSX-1250SE is the epitome of evolution in the motorcycling world. The bike started as a tricked-out big Bandit, and slowly turned sportier, until it became a member of the Gixxer family. Sporty and capable of aggressive riding, the GSX-1250SE is no superbike, whatsoever. The 1255cc engine delivers massive amounts of power and plenty of torque from the mid-range already, and it will be equally fun on twisty roads and during fast highway hauls.

A sport-touring bike by nature, the GSX-1250SE also boasts first-class seating for the rider and passenger, precise ABS brakes, an adjustable windscreen and road-worthy suspensions. Just throw in a luggage system and a destination, and you're good to go.

In 2014, Suzuki launched the GSX-1250FA, a full-fledged sport-touring motorcycle derived from the big old Bandit and available with optional side cases that provided good touring capabilities.

Large and yet compact, the bike offered top-class comfort for both rider and passenger, and with a fairing and windscreen that provided good weather protection, the GSX1250FA was a good choice for riders that liked torquey sports machines which could go the distance.

The precise fuel injection that provided torque from the low rpm range and ABS brakes that enhanced the safety of the model were only two of the top-drawer technologies and features that enhanced the riding experience, together with the adjustable seat height, large fuel tank, and comprehensive dashboard array of instruments.

The 2014 GSX-1250FA featured a tailored engine that delivered smooth acceleration and power with its Suzuki Dual Throttle Valve (SDTV) fuel injection for smooth power delivery and reduced emissions.

With a 1,255cc displacement, the four-stroke four-cylinder liquid-cooled engine developed a power output of 96 hp at 7,500 rpm and 108 Nm (80 lb-ft) of torque with a peak at 3,500 rpm and sent the power to the rear wheel through a six-speed manual transmission.

Visually, the bike featured a functional full fairing that created a smooth and comfortable ride at highway speeds with vertically stacked headlights and a center stand as a standard option.

With the release of the GSX-1250FA, Suzuki made the most interesting proposal for those riders who were in search of a sporty all-rounder motorcycle. With the aggressive lines of the Gixxers combined with comfort-focused design, the bike came in a fairing that was both good-looking and functional, as it provided good weather protection at highway speeds.

Underneath the body panels was a 1,255cc fuel-injected engine with plenty of smooth power and acceleration for both city blasts and long highway hauls. In addition, the bike featured a generous fuel tank, an optional luggage system for more touring versatility, and adjustable suspensions that offered excellent road comfort.

The powerplant was tailored for extra-smooth acceleration with peak torque at a low rpm range with Suzuki Dual Throttle Valve (SDTV) fuel injection for smooth power delivery and lower emissions. The four-stroke four-cylinder liquid-cooled engine delivered a power output of 96 hp at 7,500 rpm and 108 Nm (80 lb-ft) of torque at 3,500 rpm.

The classic tube-frame chassis offered an excellent balance between sporty handling and highway cruising comfort, as well as the preload-adjustable telescopic fork on the front and the seven-way adjustable preload with four-way adjustable rebound link-type suspension on the rear.

For stopping power, the bike packed two 310 mm discs with six-piston calipers on the front wheel and a single 240 mm disc with a hydraulic caliper on the rear wheel.

The markets in the UK and Australia are still getting the Bandit 1250S ABS, and the bike retains all the acclaimed features and benefits. Building on the proven bandit 600cc platform, the 2012 MY Bandit 1250S ABS doubles the displacement for more power and torque on tap, while maintaining the agile character of the bike, strong acceleration and all-round versatility.

Compact and comfortable, the Bandit 1250S ABS is suitable for both city riding and long hauls, and adding a luggage system also turns it into a nifty sport-tourer. With an adjustable seat and the extra protection the front cowl and adjustable windscreen provide, the Bandit 1250S ABS is ready to take on whichever road you might choose.

The 2012 GSX-1250FA was a great motorcycle both as a city bike and sports touring machine, but Suzuki launched the GSX-1250FA ST/SEA Touring motorcycle in 2012. The base model version received touring amenities, which made it ready to roll past the state line right from the box.

The bike came equipped with dual 33-liter side cases and a 37-liter top case, which dramatically expanded the storage capacity. Of course, other touring accessories were available for even more comfort and practical touring capabilities.

A full fairing increased the comfort on the open road, while the seat was adjustable on a 20 mm vertical scale by switching the mounting spacers between the seat and frame seat rail.

The compact 1255cc engine offered strong acceleration matched by top-end performance due to its effective engine management and emission control system, which worked in tandem with the Suzuki Dual Throttle Valve (SDTV) fuel injection system, and offered excellent throttle response, smooth power delivery, and reduced emissions.

The four-stroke four-cylinder liquid-cooled engine featured plated cylinder for more durability, weight reduction, and better heat transfer with a secondary balancer shaft installed that enhanced the engine's smooth operation.

The 2012 Suzuki GSX-1250FA ST/SEA delivered a power output of 96 hp at 7,500 rpm and 108 Nm (80 lb-ft) of torque at 3,500 rpm transferred to the rear wheel through a six-speed manual transmission.

In 2012, Suzuki released the GSX-1250FA, one of the nicest all-rounder sports bikes ever produced by Suzuki, and it showed that in a way that lacked any modesty.

The bike was derived from the old Bandit platform but took things to the next level with modern technologies and a new way of playing the street game. The full fairing introduced an aggressive look and better weather protection added to the rewarding riding experience.

The bike featured a classic tube frame chassis that balanced sporty handling and highway cruising comfort, dressed in a fully functional fairing with vertically stacked headlights. The contoured seat was 20 mm vertically adjustable for more comfort by flipping over the mounting spacers between the seat and frame seat rails.

The 2012 Suzuki GSX-1250FA packed a 1255cc four-stroke four-cylinder liquid-cooled engine that featured Suzuki Dual Throttle Valve (SDTV) fuel injection for smooth power delivery and Suzuki Idle Speed Control (ISC) that improved cold starting and stabilized the engine idle in various conditions.

The bike was powered by a compact engine that delivered an output power of 95 hp at 7,500 rpm and 108 Nm (80 lb-ft) of torque with a peak at 3,500 rpm, sent to the rear wheel through a six-speed manual transmission.

For braking power, the bike packed two 310 mm discs with six-piston calipers on the front wheel and a single 130 mm disc with a hydraulic caliper on the rear wheel.

The big Bandit got better and meaner over the years, and in 2010, Suzuki launched the GSX-1250FA model that borrowed some design cues from the acclaimed Hayabusa. The front cowl air intake ports were styled in such a way that made the bike more obviously related to the Gixxer family.

Fuel-injected and powered by a brawny in-line four-cylinder engine, the GSX-1250FA was both fun and evil fun and by far not a choice for new or inexperienced riders. The bike was the ultimate commuter, as the ergonomics featured long-range comfort.

The bike featured a classic tube-frame chassis, designed for an excellent balance between sporty handling and highway cruising comfort with suspension composed of a telescopic oil damped with adjustable preload on the front and a link-type suspension with seven-way adjustable preload and four-way adjustable rebound on the rear.

In the power department, the bike featured a Suzuki Dual Throttle Valve (SDTV) fuel injection that provided smooth power delivery and extra-smooth acceleration with peak torque at a low rpm range. The 1,254cc four-stroke four-cylinder liquid-cooled engine developed a power output of 96 hp at 7,500 rpm and 108 Nm (80 lb-ft) of torque at 3,500 rpm. The engine power was sent to the rear wheel through a six-speed manual transmission, and due to a wet weight of 257 kg (567 lbs), the bike reached a top speed of 233 kph (145 mph).

In 2010, Suzuki launched the Bandit GSX-1250SEA ABS Touring, a machine built on the proven Bandit platform that introduced modern elements and raised the bar in the world of two-wheel travel. The beefy engine and sporty transmission were well-known from the previous versions and guaranteed a rewarding ride in any scenario.

A super city slicer and a glorious travel bike, the big touring Bandit came with plenty of room for two with a convenient luggage system, and also offered good weather protection thanks to its generous bodywork and windshield.

The 2010 Suzuki Bandit GSX-1250SEA ABS Touring motorcycle packed the Suzuki fuel injection system that offered perfect acceleration in every gear, matched by agile handling and aggressive style. The bike also featured a wide comfortable adjustable seat, a large capacity fuel tank, an effective windscreen, mirrors mounted on the fairing, and an easy-to-operate center stand.

In the power department, the model packed a 1255cc for-stroke four-cylinder liquid-cooled engine that developed a power output of 96 hp at 7,500 rpm and 108 Nm with a peak at 3,700 rpm paired to a six-speed manual transmission.

For suspension, the big touring machine featured a 43 mm telescopic fork on the front combined with a single adjustable preload rear shock suited for riding with or without passengers, and for braking purposes, it packed two 310 mm discs with four-piston calipers on the front and a 240 mm disc with a single-piston caliper on the rear.

The 2010 MY GSF1250FA Bandit ABS is a big-bore naked bike gone faired. However, the big Bandit did not receive a full fairing, so it retains part of the mean looks the stripped-down models boasted. With performance figures through the roof in its category, this GSF1250FA Bandit ABS also introduces ABS for extended peace of mind when hard braking is the only way to deal with life.

Sport-focused but with a most careful approach to day-long riding, the 2010 MY GSF1250FA Bandit also boasts rider and passenger comfort. Detailed ergonomics studies came up with a comfy riding position which makes the bike a good choice for long hauls, as well. The extra weather protection form the fairing and windscreen adds to the overall comfort of the ride.

The Bandit 650SA receives a newly designed, aerodynamically efficient half fairing with stacked high and low beam headlights, echoing the GSX-R style. Beyond the fresh new look, the 650SA gains two useful storage compartments either side of the cowling. Not only that but the 650SA also boasts the same new features as the Bandit 650 such as a sleeker new instrument housing, new sculptured frame covers, redesigned rear view mirrors, a slimmer tail light and a revised finish to the silencer.

Much like the 650 model, the Bandit 1250S has a water-cooled motor specially designed for the Bandit. The previous 1157 cc air/oil-cooled motor did not meet Euro 3 emissions regulations.While the new 1255 cc engine produces almost identical horse power and torque figures as the old air cooled engine, the big difference is in where in the RPM band peak torque is produced. The standard Bandit 1250 model has a liquid-cooled, fuel injected, DOHC engine featuring a bore and stroke of 79.0mm x 64.0mm. On 2009 models the cylinders are plated with Suzuki’s "Composite Electrochemical Material", and a secondary balancer shaft further smoothens the rides.

For its price and its muscles, the Bandit is also known as a hooligan bike.The new Bandit 650 shared the characteristics of the Bandit 600 with an extra bonus of 56cc engine displacement.

Much like the 650 model, the Bandit 1250S has a water-cooled motor specially designed for the Bandit. The previous 1157 cc air/oil-cooled motor did not meet Euro 3 emissions regulations.While the new 1255 cc engine produces almost identical horse power and torque figures as the old air cooled engine, the big difference is in where in the RPM band peak torque is produced. The standard Bandit 1250 model has a liquid-cooled, fuel injected, DOHC engine featuring a bore and stroke of 79.0mm x 64.0mm. On 2009 models the cylinders are plated with Suzuki’s "Composite Electrochemical Material", and a secondary balancer shaft further smoothens the rides.

The standard Bandit 1250 model has a liquid-cooled, fuel injected, DOHC engine featuring a bore and stroke of 79.0mm x 64.0mm.

Some riders prefer the peace of mind anti-locking brakes bring, so Suzuki was not late delivering the GSF1250S Bandit ABS, a safer version of the base 2009 model year. The bike is identical to the base model, and only comes with a small extra bulk the ABS modulator brings.

You're in for the same muscular half-naked all-rounder which slices the urban jungle with zero-compromise performance, while proving to be a most worthy beast around canyon bends and other winding roads. An overkill commuter maybe, but definitely a bike that's exceptionally fun to ride,e ven though this is not a machine for inexperienced riders.

The 2009 MY GSF1250S Bandit is the basic badass half-naked machine. Sporty, agile to the point where it feels like a race bike, offering very premium comfort in its class, the GSF1250S Bandit takes performance engineering to the street level and tweaks everything for usability and a rewarding riding experience.

If anything, we could say that the GSF1250S Bandit is the king of the urban asphalt, but its worthiness will be proven around canyon bends, highways and countryside roads, as well. Add a luggage system and you're also good for a two-wheeled vacation.

The 2009 MY GSF1250SEA Bandit ABS Touring brings together the sporty nature of the faired big-bore Bandit and the touring amenities which make long trips pleasurable and comfortable. The bike has a compact design which is derived from its sporty origins, but rider and passenger comfort are much superior to those of a sport bike.

Suzuki adds ABS brakes, a generous fuel tank, a high-leverage center stand, side cases and a top pannier for ample storage space and long-range worthiness.

The GT is based on the standard Bandit 1250 model, but features extras which include a full fairing, a luggage system and a Garmin Zumo GPS system. These extras add up to £1500 over the standard ABS model.

Suzuki is also offering an ABS-equipped version of the Bandit 1250S, so if you're into the extra safety and peace of mind anti=locking brakes come with, you'll have to pick this model and spend a little more cash on it, too. The bike is identical to the base version, and it only tips the scales a little more, because of the ABS modulator.

No technical differences are to be found between it and the standard model, and you can only tell the two apart by looking at the shape of the rotors.

The 2008 MY Bandit 1250SEA ABS is a sport-touring motorcycle sold only in Canada. It is based on the Bandit 1250S platform, but is equipped with larger fairings which provide much better weather protection and make the bike more suitable for longer trips. Together with the front cowl and the windshield, the full bodywork makes the Bandit 1250SEA ABS a full-fledged touring beast.

Add in the side cases for generous storage and the revised seat which makes long hauls less fatiguing and mate them with a sporty 6-speed transmission and a large fuel tank for a truly rewarding experience.

The 2008 MY Bandit 1250S is the perfect balance between power, sporty character, long-range comfort and streetability in the urban jungle. The engine boasts massive performance, with a generous spread of power from the lower revs to the redline, making the Bandit 1250S a beast to be reckoned with both in the city and on the highway.

Comfort is improved despite its sporty nature, and one can effortlessly take on a long trip aboard this bike. With the added upper half-fairing and windscreen, the Bandit 1250S also provides very good weather protection for extended comfort in less than perfect scenery.

Well, it's now black rather than silver, so 650 owners can now pretend their bike is a 1200 Bandit as this previously was the main visual difference. The 600 has also grown to 650 cc with a bigger bore, has a new cylinder design with a low friction coating, some new pistons and a new cam shaft. Even peak power is the same as before at a claimed 77 hp (56.6) although torque is up to 58.7 Nm (43.3 lb.ft) from 54 Nm (39.8 lb.ft).

Suzuki delivers yet one more goodie to the middleweight segment in the body of the semi-naked 2007 MY GSF650S Bandit. A machine balanced almost to perfection, the new semi-faired middleweight Bandit brings together practicality, versatility, cool sporty looks and rider friendliness in a package which seems to be able to do it all.

Taking the step up to modern days, this machine is powered by the new Suzuki 656cc engine fed through the upgraded dual throttle valve EFI system. The front cowl and windscreen provide better weather protection for more comfortable, longer rides while the ABS system introduces a whole new level of road safety and peace of mind.

With the recent engine displacement boost, the 2007 MY GSF650 Bandit carries on the acclaimed heritage of a bike family which has put many a smile on the rider' faces for years. One of the most easily recognized naked machines, the 650 Bandit retains the iconic design lines, but introduces subtle upgrades in the aesthetic department, while the tech upgrades will be felt in operation.

perfect as a commuter and a generic fun bike, the GSF650 Bandit can even go the extra mile and take you far beyond the state line, with an optional luggage system.

You already know the drill when it comes to naming the motorcycles, and what an A suffix introduces. That's right, we're talking about ABS, so the story behind the 2007 MY GSF1250SA Bandit is pretty much revealed. The bike is identical to the base model but introduces the extra safety and peace of mind anti-locking brakes bring. The engine is the new one, with extra displacement and grunt, and fed through the new dual throttle valve system, with a new catalyzer and redesigned, more compact architecture.

Obviously, the frame is new, too, and so is the transmission, oil cooler, and the clutch.

In 2007, the big naked GSF1250 Bandit received a sister with an S suffix in the name. The bike came with a few changes compared to its sibling but with the same newly developed 1250cc engine. So, Hamamatsu crafted a new half-fairing and a front cowl that replaced the round headlight, equipped with a windscreen for better protection against the elements, which made the S model 14 kg (31 lbs) heavier than the GSF1250 Bandit model.

The combination of the fuel injection system with a large catalyst, the Pulsed-AIR (PAIR) system, and a big four-in-one stainless steel muffler reduced the emissions and met the Euro 3 emission regulations.

To achieve engine functionality with fewer vibrations, the engineers installed a balance shaft and fitted the bike with a six-speed transmission to enhance comfort during high-speed cruising. The bike featured standard ABS for a relaxed riding experience when touring or carrying a passenger.

The 2007 Suzuki GSF1250S Bandit packed at its core a 1,254cc four-stroke four-cylinder liquid-cooled engine with a power output of 100 hp at 7,500 rpm and 107 Nm (79 lb-ft) of torque available at 3,500 rpm. The power, combined with a six-speed transmission and a dry weight of 229 kg (505 lbs), the bike reached a top speed of 241 kph (150 mph).

In 2007, Suzuki launched the GSF1250 Bandit, a standard motorcycle that retained the naked attire but updated in the aesthetic department with several elements redesigned, which made the bike look more modern.

The shiny metal accents that were still in place added to the aesthetic appeal of the bike, while the chunky front wheel made everything look sportier. Like before, the GSF1250 Bandit was a glorious city slicer and felt equally good on both winding countryside roads and highways.

The 2007 Suzuki GSF1250 bandit came with a newly designed 1,250cc fuel injection engine that met the Euro 3 emission regulations and generated similar power and torque to the previous 1,200cc engine but with the torque available at lower rpm.

The Suzuki engineers installed an auxiliary balance shaft to reduce vibrations and also featured a shorter engine that allowed the installation of a longer swingarm. In addition to the auxiliary balance shaft and the six-speed transmission, Suzuki ensured a relaxed riding experience by installing ABS as a standard option.

The model took its thrust from a 1.254cc four-stroke four-cylinder liquid-cooled engine that developed a power output of 100 hp at 7,500 rpm and 107 Nm (79 lb-ft) of torque with a peak at 3,500 rpm.

With all tricks and tweaks, the bike tipped the scale at 226 kg (498 lbs).

The standard Bandit 1250 model has a liquid-cooled, fuel injected, DOHC engine featuring a bore and stroke of 79.0mm x 64.0mm.

The 2006 MY GSF650 Bandit brings a larger displacement, which is now tapping in the 650cc segment, and some extra grunt with it. The frame is also tweaked for the new engine, with more stiffness and sharper handling. The machine retains the nimble character and is a great choice for urban and sub-urban commuting, while being also fun around the twisties.

Sporty and forgiving at the same time, the 2006 MY GSF650 Bandit can please both newer riders and seasoned ones, as it has a neverending fun factor.

The 2006 MY small Bandit is a bike which is as fun as it is versatile. With plenty of grit for aggressive riding, this sporty half-naked all-rounder is suitable for pretty much anything you'll be throwing at it. An urban slicer par excellence, the 650cc Bandit is also fun around canyon bends, or on countryside roads and it will also be a nice choice as a sport-tourer if you're adding a luggage system. Maybe the small Bandit is not the most comfortable tourer, but factoring in the fun and actually riding it will put a smile on your face.

If you like big-bore naked machines but are not that fond of catching all the wind in your face, Suzuki has the right bike for you. The 2006 MY GSF1200S Bandit brings all the features and the benefits of the basic all-naked version, but offers increased protection thanks to the front cowl, upper half-fairing and windscreen.

The stance of the bike remains the same, and you'll only enjoy riding it more. It can carry you to work on a daily basis, as it is a fun machine for weekend outings. And if you plan a vacation, the GSF1200S Bandit is also going to provide glorious transportation.

The Bandit was first released in January 1996, but few of them were registered as 1995 models and powered by a re-tuned and higher capacity version of the GSX-R1100 engine.

In 2006, Suzuki launched the GSF1200 Bandit, a naked, powerful, agile, and practical machine with all-rounder capabilities that carried on the heritage which made the Bandit family famous and came with a long list of updates and changes that made the machine more appealing to the public.

The bike received a revamp with a reshaped tank and side panels, a height-adjustable seat, and a longer hexagonal-section swingarm. The bike was offered with optional ABS, while in other markets like the U.K. it was offered with ABS as a standard option.

The 2006 Suzuki GSF1200 Bandit featured a comfortable upright seating position with an adjustable tube-type handlebar and a height-adjustable seat that offered riders of different sizes the option to tailor the riding position to their personal preference. The wind tunnel developed a fairing to protect the driver and passenger and was smaller and lighter with a higher windscreen.

In the performance department, the 1200 Bandit took its thrust from a 1.157cc four-stroke four-cylinder air/oil-cooled engine fed by four Mikuni carburetors and delivered an output power of 98 hp with a peak at 8,500 rpm and 92 Nm (68 lb-ft) of torque available at 6,500 rpm. The bike was set in motion by a five-speed manual transmission and pushed to a top speed of 236 kph (147 mph).

The bike rolled on a set of spiral three-spoke cast-aluminum wheels fitted with two 310 mm discs with four-piston calipers on the front and a 24 mm disc with a single-piston caliper on the rear for braking performance.

In 2005, Suzuki released the GSF 650S Bandit, which brought new styling that integrated new features aimed at an unprecedented level of comfort for the rider. In other aspects, the bike remained the same agile semi-naked machine, great for commuting, weekend outgoings, and even touring with an optional luggage system.

The 2005 Suzuki GSX 650S Bandit came with 10 mm adjustable handlebars and a 20 mm height adjustable seat with a clever spacer system. All the goods were delivered in a lighter package powered by a 656cc engine that delivered more power and torque in the low-mid rpm range and smoother power delivery with better throttle response.

The most basic components of a motorcycle were the engine and frame, which the Bandit left uncovered for admiration with a compact wind tunnel developed half fairing and tucked-in frame tubes and side covers for a narrower design.

The Bandit took its power from a 656cc four-stroke four-cylinder air/oil-cooled engine fed by four Keihin carburetors and delivered an output power of 77 hp with a peak at 10,500 rpm and 54 Nm (40 lb-ft) of torque available at 9,500 rpm. The bike had a dry weight of 204 kg (450 lbs) and was set in motion by a six-speed manual transmission which spun the rear wheel to a top speed of 199 kph (124 mph).

From top speed to a standing position, the bike was stopped by two 240 mm discs squeezed by a couple of two-piston calipers on the front wheel and a single 240 mm disc with a two-piston caliper on the rear wheel.

The 2005 MY GSF1200S Bandit is unchanged from the previous version, and the color variations represent the entire extent of the whole modifications the bike received. The recipe for this brawny all-rounder half-naked machine seems just perfect for 2005, so Hamamatsu decided it should not be changed.

You're putting your money on a neat 98 hp oil-cooled beast which offers a comfy upright riding position and sharp cornering. This bike is great for anything you might throw at it, city slicing, highway touring, commuting or longer journeys. With the extra protection added by the windscreen, the GSF1200S Bandit only needs a luggage system and an open road for premium gratification.

The big-bore Bandit has come a long time, and it looks like this model still has a long history ahead. The 2004 MY GSF1200S Bandit introduces a new stainless steel muffler with an exhaust catalyzer for more environmently-friendly operation and to comply with the California state regulations. Adjustable suspensions extend the comfort for riding on various types of roads, while the tweaked passenger grab rails add to the overall comfort and safety.

The package includes a generous underseat storage area, a center stand and external tie-down hooks. The fuel tank also boasts a generous capacity making the GSF1200S Bandit a bike that's also compliant with the requirements of road-touring.

The small semi-faired Bandit is an excellent choice for those in search of a middleweight do-it-all street machine. Compact and exceedingly agile in the urban clutter, this 80 hp bike is the right way to get form A to B quickly and have fun while doing this.

Its sporty in-line 4 engine is mated to a 6-speed transmission which makes everything feel natural, both when streaking through slow traffic and when blasting long the highway. The half-fairing and the front cowl add extra protection form the weather, while the windscreen makes longer rides more comfy, as well. Middleweight sportiveness elite, welcome the 2003 MY GSF600S Bandit!

If an all-naked big-bore machine in next on your shopping list, then a bike like the 2003 MY GSF1200 Bandit should most likely be among the top choices. With 98 hp under the seat, the GSF1200 Bandit is a monstrous commuter, but a very fun bike, as its character is tuned for street-level performance and rideability. Powerful brakes and an upright position add to the whole package, offering the rider an excellent feeling of being in control and at the same time providing great long-range comfort.

Is you fancy modern looks, you should go with its S-suffixed sibling, but if showing off the steel frame, bullet-housing instruments and chunky single round headlight is your thing, there's hardly a better tool than the 2003 MY GSF1200 Bandit.

Welcome to 2003-sped big-bore semi-naked fun and prepare to slice the city aboard the GSF1200S Bandit. Powerful, yet manageable and non-intimidating, at least not to the experience rider, the big half-faired (or half-naked) Bandit is a force to be reckoned with.

With just under 100hp, the 2003 MY GSF1200S Bandit boasts a generous 20-liter fuel tank to keep you going, and going, and going. Adjustable preload suspensions allow precise tailoring for various riders and conditions, while the upper bodywork, front cowl and windscreen add to the weather protection factor. Tis might very well be the "über-commuter"!

The Suzuki GSF 1200 Bandit is one of biking's true bargains. Grunty Suzuki GSX-R1100 derived engine, decent handling for its day and simple to tune up should you require more lairy A roads fun. The 2002 GSF 1200 has a new stainless steel muffler, exhaust catalyzer added to exhaust system on California model to further reduce emissions.

The revamping process the GSF600S Bandit undergone recently adds sleeker lines to this nifty middleweight all-rounder, plus a dash of sportier character. The S suffix introduces an upper half-fairing, a front cowl with a dual headlight array and a windscreen for better weather protection.

The air and oil cooled in-line four delivers 80 hard-hitting horsies and this makes riding this fairly light bike quite a thrilling experience. And with a generous tank, the 2002 MY GSF600S Bandit also sports a very good range which makes it useful for longer hauls, as well.

The GSF1200 Bandit is the completely naked version of the big Bandit, the GSF1200S. The bikes are identical, but the GSF1200 lacks the upper fairing and the windscreen, being a tad lighter and showing off a bit of extra street aggressiveness. While the half-faired Bandit has a stylish, modern headlight assembly, the GSF1200 Bandit is easy to recognize thanks to its classic, round unit and the bullet-styled instrument casing.

On the tech side riders get the same 98 hp air and oil-cooled in-line 4, with a 5-speed gearbox and a comfy riding position which makes both commuting and longer hauls less fatiguing.

The 2002 MY GSF1200S Bandit is not a spectacular machine, but it can do quite a lot of things very well. Whether we are thinking about commuting, fun rides around the city, track weekends or even longer trips, the big Bandit will life up to the expectations. A sport bike with a more street-oriented character, the GSF1200S Bandit also arrives with a half-fairing design and a windscreen for better weather protection.

A generous tank ensures very good range for touring purposes, while the upright riding stance makes this air-cooled monster comfortable for longer hauls.

A very popular naked commuter, the 2001 MY GSF600S Bandit is a great all-rounder with lots of attitude and street worthiness to put a broad smile on the faces of both newer and more seasoned riders. This is the second model year after a generous update of the bike, which made it even more desirable, with better weather protection and day-long ergonomics to go with that.

Customers will get plenty of bang for an affordable price, with the air-oil-cooled in-line four producing up to 80 horsepower and its 6-speed transmission providing an excellent spread of nerve for both urban and highway rides.

The 2001 MY GSF1200 Bandit is the properly naked version of the 1200S Bandit, and therefore lacks the half-fairing and windscreen which add some extra weather protection for those riding the latter. On the tech side, the GSF1200 Bandit has also received the tweaks its sister shows off: reduced rake, trail and wheelbase, revised suspensions and new calipers, a new center stands, bigger fuel tank.

The engine received new camshaft timing, new carbs with throttle position sensor, a higher capacity clutch and a larger oil cooler. The max power reaches 98 hp at 8500 rpm.

The 2001 MY GSF1200S Bandit has been restyled with a more aerodynamic fairing, as skimpy as it is. The headlights have been also revised, together with a taller windscreen, a new sear and whole tail section, with modern and lighter instrumentation in the dashboard and added functions.

Apart from this, you're also in for a revised chassis with a shorter rake and trail, and a smaller wheelbase for improved handling, complemented by some suspension tweaking and new calipers.

In 2000, the Japanese motorcycle manufacturer released the Suzuki GSF600F Bandit, a motorcycle dedicated to riders searching for a middleweight naked bike with solid all-rounder capabilities.

The model sported the same basic riding stance as its 1200cc sibling and offered a moderate package while still retaining a massive dose of fun almost as high as the GSX-R beast.

The 2000 Suzuki GSF600F Bandit received an updated twin projector headlight fairing that offered a more modern style while improving aerodynamics and providing better wind protection, a new frame with a lower seating position, and the unfaired bike's engine modifications.

In the engine department, the bike received new carburetors with TPS linked to a more advanced ignition system and a different exhaust system that delivered four hp more in the mid-range power.

As for the power figures, the 599cc four-stroke four-cylinder air/oil-cooled engine delivered an output power of 77 hp at 10,500 rpm and 54 Nm (40 lb-ft) of torque with a peak at 10,500 rpm. With a dry weight of 196 kg (432 lbs) and a six-speed manual transmission, the bike reached a top speed of 211 kph (131 mph).

The 41 mm telescopic fork on the front and the seven-way preload adjustable monoshock on the rear provided smooth suspension for the three-spoke cast-aluminum wheels, which were fitted with two 290 mm discs squeezed by a couple of two-piston calipers on the front and single 240 mm disc with a single-piston caliper on the rear that provided strong braking performance.

The Suzuki GSF1200S Bandit was a standard motorcycle manufactured by the Japanese manufacturer from 1996 to 2007, which featured a bored-out engine version of the GSX-R1100 powerplant, retuned for more mid-range torque.

In 2000, Suzuki launched the GSF1200S Bandit, a brawny naked machine that suited both city commuting and long-range hauls thanks to its decent powered engine and suspension tuned for a sporty feel and comfort.

The 2000 Suzuki GSF1200S Bandit had its heartbeat set by a 1,157cc four-stroke four-cylinder engine fed by four Mikuni carburetors that helped deliver an output power of 98 Hp at 8,500 rpm and 92 Nm (68 lb-ft) of torque at 6,500 rpm. With a dry weight of 220 kg (485 lbs) and a five-speed manual transmission, the bike registered a top speed of 236 kph (146 mph).

For suspension, the model packed a 43 mm preload adjustable telescopic fork on the front and a link-type monoshock absorber with four-way adjustable rebound and seven-way preload adjustable on the rear.

For braking performance, the three-spoke cast-aluminum wheels were fitted with two 310 mm discs with a couple of six-piston calipers on the front and a single 240 mm disc with a two-piston caliper on the rear.

The four-in-one exhaust system featured polished tubes and a brushed aluminum muffler that could be replaced with an aftermarket muffler for an additional power increase of up to 15 hp.

The GSF 600S Bandit launched in spring 1995.The 1996 Suzuki GSF 600S Bandit is outdated as a supersports, but fine as an all-rounder. Free-revving, flexible-ish, novice friendly and solid as old boots. The GSF 600S Bandit isn't cutting edge, but no messing honest instead. Only in 1998, the GSF 600S models with the Honda Hornet 600 and the Yamaha FZS 600 Fazer as well as the two-cylinder SV 650 from the company's own home earned serious competition.

The 1200 was a brilliant all-rounder. A top half fairing, comfy seat and riding position allowed the 1200 model to be a tourer, work horse and play-thing at the weekends. It was quite simply… just a good buy and a good bike. The engine is the real thing that really shines on the Bandit. The Suzuki 1200 has always been a good bike, now with the fairing on the S version it has softened lines over the naked bike.

Launched in 1989, the Suzuki GSF 250 it is a street naked bike, cooled liquid, inline 4 - cylinder transverse derived from the GSX-R250 and GSX-R400 motorcycle, mounted as part of the chassis type steel trellis with a single rear shock .

The bandit series is the absolute bestseller in today's Suzuki program: the GSF 600 is clearly in the first place in the new registrations in 1997, the big Bolide GSF 1200 follows already fourth place and is thus the king of Big Bikes. There are virtually no model modifications. With the change of the sixth gear and the rear sprocket the translation for the German version from 1993 was slightly shorter.

The Suzuki Bandit was a series of standard motorcycles manufactured from 1989 to 2000, and except for the GSX150 model, which was powered by a single-cylinder DOHC engine, all the Bandit models featured a four-cylinder DOHC powerplant.

The Suzuki GSF250 Bandit was launched in 1989 along with the GSF 400 Bandit, as naked street motorcycles powered by an inline four-cylinder engine derived from the GSX-R250 and GSX-R 400 motorcycles, which acted as a stressed member in a steel-trellis frame and a single rear shock absorber.

The Suzuki GSF250 Bandit had its heartbeat set by a 248cc four-stroke four-cylinders liquid-cooled engine fed by four carburetors, one on each cylinder, and delivered an output power of 45 hp with a peak at 14,500 rpm and 26 Nm (19 lb-ft) of torque available at 10,500 rpm.

The bike rolled on a set of three-spoke cast aluminum wheels, and the power was converted into speed by a six-speed manual transmission that spun the rear wheel through a chain drive, while the braking power was handled by a single disc with a hydraulic caliper both front and rear.

The Bandit models gained a reputation as hooligan bikes, but with more revisions, it approached a more streamlined and modern feel, which took it towards the sports tourer territory.

In 1989, Suzuki released the GSF 400 Bandit, a naked street motorcycle based on the GSX-R400 model, with an in-line four-cylinder engine mounted as a stressed member in a steel trellis frame. The model was designed as an attractive bike with a playful expression highlighted by elements such as the fuel tank, fairings, and exhaust pipe.

Another characteristic of the bike was its wide range of refined components, such as the handlebars, headlight, footpegs, instrument panel, mirrors, and stainless-steel muffler. The engine used by the GSF 400 Bandit combines a slingshot carburetor tuned in such a way for optimum performance in the low-mid rpm range, which made the bike highly rideable even on city streets.

Speaking about power, the bike packed a 398cc four-stroke four-cylinder liquid-cooled engine, which delivered a power output of 59 hp with a peak at 12,000 rpm and 38 Nm (28 lb-ft) of torque available at 10,500 rpm. Combined with a six-speed manual transmission and a dry weight of 168 kg (370 lbs), the bike registered a top speed of 185 kph (115 mph).

For suspension, the model packed a 41 mm Kayaba telescopic fork on the front and a Kayaba monoshock with an adjustable preload on the rear. The stopping power was handled by a single 310 mm disc with a two-piston caliper on the front and a single 260 mm disc with a two-piston caliper on the rear.