Suzuki GSF 650 Bandit N et S 2008 — Specifications

Remember the gravelly growl of the old air-oil-cooled four-cylinder, faithfully on duty since 1995. That particular voice, Suzuki is burying it for 2008, and the Bandit 650 begins a new chapter of its existence. The Hamamatsu manufacturer didn't want to betray the formula that has made its middleweight successful for thirteen years, but Euro 3 standards no longer forgive. So exit the old-school mill, enter a brand new inline four, water-cooled, force-fed by electronic injection. The recipe changes cooks without changing flavor, at least on paper.

Beneath the 19-liter tank now beats a 656 cc that is far more civilized than its predecessor. Power climbs to a full 85 horsepower at 10500 rpm, torque peaks at 61.8 Nm around 8900 revs, meaning a distinctly more modern output than before. The short 65.5 mm bore paired with a brief 48.7 mm stroke betrays a mechanism geared toward high revs, where the old Bandits favored mid-range grunt. With an 11.5 compression ratio and a claimed top speed of 210 km/h, we definitively leave the realm of the lumpish roadster to enter that of the versatile all-rounder capable of going toe-to-toe with a Honda Hornet 600 or a Yamaha FZ6.

The chassis, for its part, doesn't bother with any upheavals. Suzuki keeps its tubular steel double cradle, its conventional 41 mm fork with 130 mm of travel, and its rear monoshock set at 126 mm. Nothing aristocratic in there, but a sound geometry that has proven itself on Sunday back roads as much as on Monday morning commutes. The 215 kg dry is felt when pulling the machine out of the garage; on the other hand, it's forgotten from the first bends. The adjustable seat height, set by default at 770 mm, remains a valuable signature feature, accommodating the rider of one meter sixty as well as the one of one meter ninety.

On the braking side, two 290 mm discs pinched by two-piston calipers do the work up front, backed up by a 240 mm rear disc. No radial monoblocs nor pricey Japanese refinements, just enough to effectively curb the four-cylinder's enthusiasm. The S version offers a more generous screen for swallowing highway miles, and the optional ABS is worth the price bump for anyone who rides in winter or in the rain. The six-speed gearbox and chain final drive round out a spec sheet without surprises but also without a single wrong note.

At 5499 euros for the naked model, the Bandit remains what it has always been, namely a formidable economic argument in the category. The Hornet demands more, so does the FZ6, and the new Kawasaki ER-6n plays a different tune with its twin that is punchier down low. For the young A-license rider who wants a reassuring four-cylinder, for the tourer seeking an honest mount without bleeding his savings account dry, for the experienced rider who wants a second bike good at everything, the GSF ticks the right boxes. It won't make fans of sharp chassis or exotic mechanicals dream, but it will continue to comb through dealerships and classified ads with the regularity of a metronome. Banditry still has bright days ahead of it.