OK, lets get some real riding experioence into this thread.....
A testride overhere gave the following result in the German magazine "motorrad". I tried to translate it in proper english, hope I did it good enough.....
Save the Ribs!
" Now they already save on the ribs ", the bandit community may complain. And at the same time be glad that the bandit remained, nevertheless, a bandit.
Even completely without the cooling ribs.
One thing is clear: If it had gone according to the Suzuki businessmen, there would have been the bandit in the present form for the next 35 years. Including these incredible, well chased chill ribs. With carburettors instead of injection - yes, simply all that already ran since nineteenhundredsomething like it sold itself. And every year again a place in the top of the sales-hit list.
Practically without development expenses and new machine park in the factory.
And then this! Euro-3 rules everything. Well, at least, for every brand that sells more than a handfull of bikes per year. For the bandit this meanth: Now it is finally over for the ribs. With the whole ancient engine which derived his family tree directly from the 1984 GSX R.
Modern times, from now on also for old robbers.
But it is a fact that the bandit remained of course, nevertheless, a bandit - who wants to blame the boys in Hamamatsu for it?. On the contrary: to keep a front-line soldier in honour is not only friendly, it may be a clever marketing strategy. Since at least the European motorcyclist turned grey together with his bandit, so now still wants precisely the same: thanks to the big capacity a quick run form deep within the rpm range to the redline, but also to cruise calmly and mellow around the corner. All the same, whether with or without ribs.
Thus it is only logical that the new bandit looks almost just like her predecessor. Clear, the engine stings immediately in the eye. But otherwise? One must be an expert to discover other differences. The only evident one: With the cubic capacity the silencer grew. The weight likewise increased (from 243 to 254 kilogramme), and the tank volume shrank from 20 to 19 litre. The price rose in the S. version - in each case now including ABS - from 8,280 to 8,735 euros.
With which the bandit became more expensive, indeed, but in spite of the Honda's fight announcement with the CBF 1000, remains the most favorable offer of her class. Tradition just obliges. Therefore, it is also no miracle that The 1250 does not put everything upside down concerning the well-tried talents. On the contrary: The bandit preserves even in these hectic times the calmness of the predecessor and increases driving-dynamics at the same time. Not the world, but enough to form a new experience ,new and full of suspense.
Differently already at the start. No more messing with the choke, the electronic injection takes command and gives the mighty block -which has to owe his cubic capacity increase of nearly 100 cubic centimetres to a stroke extension from 59 to 64 millimetre-, from the first rotation to a stable running at tickover with about 1500 / min. The traditionalists will agree with this too. And this is how a modern four cylinder accepts its gas. Completely without midges of the carburettor era, immediately on the first metres. And a little memory penetrates immediately into the consciousness: The partly vigourous vibrations of the old bandit,still exist (rudimmentary) with the new engine at best in the lower speed area. Beyond the 2000rpm the bigblock purrs like grandmas Mimmi after a mouthfull of Whiskas.
But be aware: Who finds this "small stuff", should not be deceived . The big Suzuki pushes it, in spite of all its "low down relaxtness" definitely and quickly forwards. 115.4 newton metres at 3500rpm are an attack on the drivetrain, particularly as the 4-valve engine can preserve this level on a plateau about the following 3000rpm to a great extent. So far the good news...
The bad one: The bandit has a very long final drive. The sixth gear of the new, compact gearbox is so long that he would be good theoretically for more than 280 km/h. This is good enough form calm cruising, thanks to the immense torque even in the new sixth and still good enough for some fast twisties. But the enormous powers which would be expected in view of this charakteristik vapourize between crankshaft and back wheel. No more power arrives at the rear tyre than with the predecessor. Beyond 180 km/h - this corresponds to about 7000 / min - the old bandit even has advantages in this matter. But these speeds and RPM orgies usually only play a subordinated role with this big bike. Practically from tickover to the 7000th region without glitches or holes, that is what counts. And this, the nw bandit still does as well as before.
Indeed, the gasresponse is a bit rough in spite of two throttle valves of the engine, the gear hard to be switched and high hand strength is required by the new coupling with plate feathers.
The relaxed seat position (seat height adjustable as before) has not changed luckily. There are no uncomfortable rough edges, and behind the likewise unchanged fairing of the S. version one still enjoys a well-arranged and turbulence free ride. In the second row nothing has changed likewise. Unfortunately, because comfort was not outstanding for the Copilot on the old bandit in the first place.
Above the mighty silencer the passenger's footrests are about 1 centimetre further to the back. With the result that the backbenchers can hardly support themselves with the feet and easily slide over the pegs. This may play no role in sportsman's circles, it does in the bandit's world. Especially because the 1250 has the chassis and dimensions, finally, for 2-person rides. Although nothing changed on paper, the chassis of the 2007 presents itself more fresh - and harder - than ever. Indeed, this costs a little comfort because the response of fork and suspension is a little bit stubborn, with a clear plus meanwhile in feedback. An it has the reserves that engaged bandit driver missed up to now.
However, as with the engine a distinctive shade also falls here on the bright light, namely in form of the Dunlop D 218, in front in "T"-, behind in "N" specification. These tyres already functioned at best "reasonable" with the predecessor. In the new, tauter periphery they deliver a little persuading image. This leads to a distinctive "own" steering behaviour which makes constant counterpressure on the bars necessary, as well as a massive response on uneven surface which requires frequent corrections.
Therefore, MOTORCYCLE did the test on the example and installed a set of Michelin pilot Road. And look...., all of a sudden the bandit appeared as transformed. Clearly more comfortable, more neutral and more exact steering.
The result was that the tyres put the bike back in the right light. Consequently it is the tyre choice which can destroye the joy in the new 1250th.
While in view of the spotlessly drawn engine with central cam waves one can simply renounce the need for a chill rib.
Note: this is a "best effort" translation of an article of MOTORRAD and does not express my personal views!
Want to know more? buy the mag!
