Suzuki GSF 650 Bandit S 2011 — Specifications

Remember the late 90s, when the first-generation Bandit rolled in with its big air-cooled engine and that likeable bruiser stance. Two decades later, Suzuki puts its faired roadster back on the workbench for a measured refresh. The bodywork evolves, the face softens, but the DNA remains that of a machine built to swallow kilometers without demanding a magistrate's license or a trader's wallet.

On the aesthetic side, the 2011 GSF 650 S trades its somewhat brutal face for a reworked mask, with a headlight that clearly borrows from the GSX-R 1000 gene pool. The small storage compartments integrated into the fork head are a clever idea for the pragmatic tourer, and the side covers soften the junction between the steering column and the 19-liter tank. The engine block adopts a black coating that contrasts with its surroundings, while the new instrument cluster displays refined typography, a gear position indicator, and everything you'd expect in 2011 in this segment. Nothing revolutionary, just serious work well executed.

Beneath the fairing, the liquid-cooled inline-four doesn't budge an inch, and that's understandable. This 656 cc block with its 65.5 x 48.7 mm bore and stroke and 11.5:1 compression ratio only has two seasons on the clock — it would be absurd to tweak it. The 85 horsepower at 10,500 rpm and 61.8 Nm of torque at 8,900 rpm ensure a wide usable range, torquier than an ER-6 that bets everything on its playful twin, less stretched out than an XJ6 Diversion that plays the reassuring accessibility card. At 243 kg wet, the Suzuki is no featherweight, but its low 770 mm seat and well-spaced six-speed gearbox make it docile both in town and on A-roads. The top speed clocked at 210 km/h is more than enough for the use it lays claim to.

The chassis relies on a classic tubular steel double cradle, flanked by a 41 mm fork with 130 mm of travel and a monoshock that works through 126 mm. Nothing flashy, nothing avant-garde, but a proven recipe that soaks up bumps without flinching. Front braking via two 310 mm discs gripped by four-piston calipers does the job, backed up at the rear by a 240 mm disc. Offered with or without ABS, the Bandit S starts at 6,049 euros, which remains a major argument when you look at the spec sheet of its Japanese rivals. A recurring question on the used market: what is the price of a Suzuki GSF 650 Bandit S 2010 in France, or what is the price of the Suzuki GSF 650 Bandit S 2009 in France. The resale value stays soft, often under 4,000 euros for a well-maintained example, which makes it a smart buy for the savvy beginner or the rider getting back in the saddle.

Who is it really aimed at. The tourer who wants a reliable Swiss Army knife, the newly licensed rider looking for a sporty GT without breaking the bank on insurance, the commuter racking up round trips who wants to be able to strap on a saddlebag on the weekend. The Suzuki GSF 650 Bandit S 2010 and the Suzuki GSF 650 Bandit S 2012 share this philosophy, and searches around the Suzuki GSF 650 Bandit S from 2012 or even the Suzuki GSF 650 Bandit S 2015 prove that the model left a lasting mark. It's not the machine that will turn heads at the Sunday café racer meet, but it's probably one of the most honest offerings of its generation, with no frills and no untenable promises.