Ah, the Suzuki GSF1200S Bandit. A 1997 model that came into my life in 1998, following the departure of my beloved Honda VFR750. Sadly, my time with the Bandit was short—just a little over 13 months—before I traded it in June 1999 for my first-ever brand-new bike, a gleaming 1999 Triumph Sprint ST. But let’s not get ahead of ourselves. The Bandit 1200 deserves its moment in the spotlight.
Suzuki GSF1200 Bandit
First off, let’s talk about the engine—oh, that glorious, torque-packed engine. The Bandit’s four-stroke inline-four is a masterpiece of flexibility. Essentially, it’s a modified version of the Suzuki GSX-R1100’s engine, but Suzuki, in their infinite wisdom, bored it out an extra 100cc, delivering a real kick in the torque department. Trust me, you feel that extra torque. With around 100 horsepower and a top speed of 140 mph, this beast of an engine could go from sedate cruiser to unhinged monster with just a twist of the throttle. It’s the kind of bike that makes you think, “Who needs caffeine when you’ve got this under you?”
Now, let’s not sugarcoat things. The Bandit had its quirks, and by quirks, I mean the build quality. It was, shall we say, a little on the “economically assembled” side. Suzuki’s strategy seemed to be: “Let’s build this bike as cheaply as humanly possible!” So, they pulled parts from their spare parts bin—raiding various models to save costs. The result? A bike with somewhat questionable paint quality, fasteners that rusted if you so much as looked at them, and a general sense of fragility that became painfully obvious when parked next to my 10-year-old Honda VFR750, which, despite its age, looked like it had just rolled off the showroom floor. That VFR’s paint gleamed like a unicorn’s polished horn, while the Bandit looked like it had been assembled during a lunch break.
But despite these gripes, the Bandit 1200 had a charm all its own. The engine, as I’ve already gushed about, was a dream—a true peach. Sure, the handling was a bit on the soft side, but it was still confidence-inspiring. It had that reassuring, planted feel, even if you did occasionally wonder if the suspension was more suited to a bouncy castle than a corner-hugging machine. And oh, the world of aftermarket bolt-on goodies! The Bandit was a modder’s paradise. You could spend your weekends tweaking, tuning, and transforming it into a horsepower beast.
For example, slap on a less restrictive exhaust silencer, and boom—you’ve got yourself an extra 15 horsepower! Add in a few carb and airbox mods, and suddenly, you’re pushing 120-130 horsepower. YUMMY, indeed! The Bandit had endless potential for tinkering, turning a solid bike into something truly special with a few strategic upgrades. And let’s not forget, it was comfortable, too.
I once took the Bandit on a whirlwind tour through France and Italy, covering just under 3,000 miles in 9 days. There were stretches of high-speed riding on that trip, and let me tell you, the Bandit was right at home on the autoroute/autostrada. I’d fitted a taller screen from Powerbronze to make high-speed riding a bit more bearable—especially for my 6-foot frame—and it worked like a charm. Without that extra screen, I think I’d still be picking bugs out of my teeth.
Now, no bike is perfect, and the Bandit had its downsides. Fuel consumption, for one, was a bit… aggressive. Let’s just say it guzzled petrol like it was going out of fashion—getting somewhere between 20-30 mpg depending on how enthusiastic my throttle hand was feeling that day. It wasn’t exactly kind to the wallet, but hey, when you’re having that much fun, you don’t mind stopping for fuel every 100 miles or so.
Despite its cheap build quality and high thirst for petrol, the Bandit 1200 was a bike I look back on fondly. It was fast, comfortable, and had that gruff, no-nonsense charm that made every ride feel like an adventure. Sure, we parted ways sooner than expected, but for those 13 months, it was one heck of a ride. If it weren’t for the lure of a brand-new Triumph Sprint ST, who knows how long the Bandit and I would have kept the fun going.
Accessories
Powerbronze tinted flip-up screen.
Scottoiler automatic chain oiler
Triumph fork protectors.
Givi monorack with a Givi Monokey Top Box
Oxford heated grips.
Oxford sports tank bag.
5th gear indicator light and removal of the wheelie wire.
