Suzuki GSF 1250 S Bandit [2015-2016]: The Unapologetic All-Rounder

Introduction

The Suzuki Bandit 1250S ABS is a motorcycle that defies modern trends. In an era of hyper-specialized bikes loaded with electronics, the 2015-2016 Bandit 1250S stands out as a refreshingly straightforward machine. Built for riders who value simplicity, reliability, and raw torque over flashy gadgets, this sport-touring workhorse feels like a love letter to motorcycling’s golden age. After spending a week with one, it’s clear why Suzuki revived the Bandit nameplate—this bike is a Swiss Army knife on two wheels, equally at home on twisty backroads, highways, and urban commutes.

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Design & Styling: Form Follows Function

The Bandit 1250S’s design ethos is pragmatic yet purposeful. Its half-fairing strikes a balance between naked bike aesthetics and touring practicality. The angular front cowl and radiator shrouds provide just enough wind protection to make highway runs tolerable, while the exposed inline-four engine and glossy black frame give it a muscular, industrial charm. The adjustable windscreen (a rare perk in this segment) is a subtle but welcome touch, reducing helmet buffeting at higher speeds.

Color options like Candy Daring Red and Glass Sparkle Black add a touch of flair, but the Bandit doesn’t scream for attention. Instead, it exudes a quiet confidence—a bike designed to be ridden hard, not polished endlessly at bike nights. The 805 mm (31.7 in) seat height is accessible for most riders, and the 20 mm of adjustability ensures both shorter and taller riders can find their sweet spot.

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Engine & Performance: Torque is King

At the heart of the Bandit lies its 1,255 cc liquid-cooled inline-four engine—a masterpiece of old-school engineering. With 98 HP at 7,500 RPM and a colossal 108 Nm (79.7 lb-ft) of torque peaking at just 3,700 RPM, this motor is all about low-end grunt. Twist the throttle in any gear, at any speed, and the Bandit surges forward with a linear, addictive pull. It’s not the fastest bike in its class, but it’s arguably the most satisfying for real-world riding.

The fuel injection system (Suzuki’s SDTV) delivers crisp throttle response, and the 6-speed gearbox slots cleanly through ratios. While the clutch is hydraulic, shifts feel mechanical and deliberate—a reminder that this bike prioritizes durability over buttery-smoothness. On backroads, short-shifting at 5,000 RPM reveals the Bandit’s true personality: a lazy, torque-rich cruiser that devours hills and overtakes cars without breaking a sweat.

Fuel economy sits around 15-18 km/L (35-42 mpg), thanks to the 32-bit ECU’s efficiency tweaks. The 19-liter (5.0-gallon) tank ensures 300+ km (186+ mi) between fill-ups, making it a capable companion for long hauls.

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Handling & Ride Experience: Heavy, But Surprisingly Nimble

Weighing in at 254 kg (560 lbs) wet, the Bandit 1250S isn’t a featherweight. Yet, once moving, it defies its heft with shockingly agile manners. The steel double-cradle frame and Showa suspension (43 mm telescopic forks up front, linked mono-shock at the rear) are tuned for comfort over outright sportiness. Over potholes and broken pavement, the Bandit remains composed, though aggressive riders might crave more feedback from the non-adjustable setup.

Ground clearance is generous at 135 mm (5.3 in), allowing decent lean angles before the pegs scrape. The Bridgestone Battlax tires (120/70-ZR17 front, 180/55-ZR17 rear) offer predictable grip, even when pushing hard through corners. Steering is light for a bike this size, and the 25.6° rake keeps it stable at highway speeds.

Where the Bandit falters is in high-speed transitions. Flicking it side-to-side requires deliberate input, and the soft suspension can wallow under aggressive braking. Still, for a bike designed to handle everything from grocery runs to weekend tours, it’s remarkably balanced.

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Comfort & Ergonomics: Built for the Long Haul

The Bandit’s riding position is a masterclass in ergonomic neutrality. The wide, adjustable seat (805-825 mm / 31.7-32.5 in) offers ample support, while the slightly rear-set pegs and upright bars create a relaxed posture. After a 4-hour ride, my back and wrists felt fresh—a rarity in this segment.

Wind protection is adequate but not exceptional. The fixed fairing deflects most chest-level airflow, and the optional taller windscreen (available through Suzuki’s accessory catalog) would benefit taller riders. Heated grips and a center stand are absent, but these are easy aftermarket additions for MOTOPARTS.store shoppers.

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Competition: How Does the Bandit Stack Up?

The Bandit 1250S exists in a niche of accessible, big-bore sport-tourers. Let’s see how it compares to key rivals:

1. Yamaha FZ1 (2015):
2. Similar power (150 HP) but peakier delivery.
3. Lighter (210 kg / 463 lbs) and sharper-handling, but harsher ride quality.
4. No ABS in base trim.

5. Verdict: Better for sport riders; worse for touring comfort.

6. Kawasaki Z1000SX (2015):

7. More modern styling and tech (adjustable traction control, TFT display).
8. 142 HP engine screams at the top end, lacks the Bandit’s low-down torque.
9. Pricier and higher-maintenance.

10. Verdict: A tech-forward alternative, but less “soulful.”

11. Honda CB1000R (2016):

12. Retro-modern design with premium components.
13. 143 HP engine is thrilling but demands high RPMs.
14. Cramped for taller riders.
15. Verdict: A style icon, but less practical for touring.

The Bandit’s ace card is its simplicity. While rivals chase horsepower figures and electronic aids, the Suzuki focuses on delivering a no-nonsense, torque-rich experience. It’s the bike you ride hard without worrying about draining your wallet—or your patience.

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Maintenance: Keeping the Bandit Bulletproof

The Bandit 1250S’s maintenance schedule is refreshingly old-school. Here’s what owners need to know:

• Valve Adjustments: Every 24,000 km (15,000 mi). Intake valves: 0.10–0.20 mm (0.004–0.008 in), exhaust: 0.20–0.30 mm (0.008–0.012 in).
• Oil Changes: Every 6,000 km (3,700 mi) with 3.5L of SAE 10W-40. Consider upgrading to synthetic for smoother shifts.
• Chain Care: The 118-link RK chain requires regular lubrication. A Scottoiler or aftermarket automatic oiler reduces hassle.
• Tire Pressures: 2.5 bar (36 psi) front, 2.9 bar (42 psi) rear. Swap to Michelin Road 6 tires for better wet grip.
• Brake Fluid: Flush DOT4 fluid every 2 years. Stainless steel brake lines (available at MOTOPARTS.store) improve lever feel.

Common upgrades include:
- Suspension: Öhlins or YSS shocks for heavier riders.
- Exhaust: A slip-on like Akrapovič or Yoshimura saves weight and amplifies the inline-four growl.
- Seat: Corbin or Sargent seats for all-day comfort.

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Conclusion: The Everyman’s Sport-Tourer

The Suzuki Bandit 1250S ABS isn’t perfect. It’s heavy, lacks modern tech, and its suspension feels dated. But that’s missing the point. This bike thrives on its ability to do everything well enough while asking for little in return. It’s a motorcycle that encourages you to focus on the ride—not the dashboard—and rewards you with reliability that borders on boring.

For riders seeking a jack-of-all-trades that won’t bankrupt them in repairs or upgrades, the Bandit 1250S remains a compelling choice. And when you’re ready to tweak it, MOTOPARTS.store has the accessories to make it truly yours—whether that’s a touring screen, performance exhaust, or premium suspension.

The Bandit isn’t just a motorcycle; it’s a reminder that sometimes, less really is more.

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Specifications sheet

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