Suzuki GSF1200N/S Bandit (1996-2006) - Review & Buying Guide

When launched in 1996 Suzuki’s GSF1200 Bandit made thumping performance available at an irresistible price – £5999 for the naked N model and £6399 for the half-faired S. To put that into context, Suzuki’s own GSX-R600 cost £6999 at the time, so the Bandit 1200 represented litre-plus performance for less than the price of a sporty middleweight. No surprise, then, that the GSF12 proved an instant hit.

Suzuki had pulled the same trick a year earlier with the GSF600 Bandit. A brilliant bike built from already available parts for a bargain price. In fact the GSF Bandit family first appeared six years before that, in 250 and 400 form (the latter making it to the UK as an official import in the early ’90s).

The 1200 pulled heavily from the 600’s design; its 1157cc air/oil-cooled motor was a rework of the 1989 GSX-R1100K lump – softer cams and a slight hike in capacity repositioned the motor’s grunt from top end to midrange, which proved perfect for a naked/semi-naked roadster like the Bandit. During its 10-year run the GSF underwent only one major design, for 2001, with a new chassis, bodywork and styling. But the ingredients of low to midrange grunt, and simple yet effective engineering, all at a bargain price, remained true to the Bandit’s original brief.

Now, two decades on from the last 1200 Bandits rolling off Suzuki’s Hamamatsu production line, the GSF remains popular, even enjoying semi-cult status due to its meat and potatoes personality and outstanding value. If you’re in the market for an affordable, grunty, reliable all-rounder with bags of personality, a GSF1200 really should be on your list. Here’s why…

Pros & Cons

1996-2006 Suzuki GSF1200 Bandit - Prices

1996 GSF1200NT/ST
Bigger version of the GSF600 Bandit, using a GSX-R1100 derived motor tuned for midrange grunt. Steel cradle frame, aluminium box-section swingarm. Sold as naked N model and half faired S. 98bhp, 208kg/220kg. Colours: maroon, black, green

1997 GSF1200NV/SV
ABS equipped S model sold in some markets (not UK). Colours: black, maroon, blue

1998 GSF1200NW/SW
No changes. Colours: black, maroon, silver, blue (green S)

1999 GSF1200NX/SX
No changes. Colours: black, maroon, green (brown S)

2000 GSF1200NY/SY
No changes. Colours: black, maroon, blue, olive

2001 GSF1200K1/SK1
New model launched midway through 2000. All new frame with perimeter style side rails (still in tubular steel). New bodywork (and fairing on the S), lower seat, revised instruments. Wheelbase 5mm shorter at 1430mm. New six-pot front calipers. Colours: red, blue, black, silver

2002 GSF1200K2/SK2
No changes. Colours: black, blue

2003 GSF1200K3/SK3
No changes. Colours: blue, green, silver

2004 GSF1200K4/SK4
Catalytic converter added to exhaust system. Last year of the faired S model. Colours: black, blue

2005 GSF1200K5
No changes. Colours: blue, black

1996-1999 Suzuki GSF1200N/S Prices
Rough £900-£1800
Tidy £2300-£3500
Mint £3800-£4000

2000-2006 Suzuki GSF1200N/S Prices
Rough £1200-£1950
Tidy £2500-£3600
Mint £3900-£4200

1996-2006 Suzuki GSF1200 Bandit - Engine & Performance

Suzuki already had the basis for the Bandit 12’s engine long before the model appeared. The GSF motor was borrowed from the 1989 GSX-R1100K, then bored out by 1mm to increase capacity from 1127cc to 1157cc. Compression was also reduced slightly from 10:1 to 9.5:1.

The most significant change to the powerplant was the fitment of less radical cams, to refocus the unit’s strength from top end power to midrange stomp. Max power was reduced from 141bhp to a more modest 98bhp, still at 9500rpm, while peak torque was moved 2750rpm further down the rev range to just 4500rpm to maximise low and midrange throttle response. And, boy, did it work. Such is a Bandit’s on-road grunt that it doesn’t require any more than five ratios; top gear roll-on is arm-stretching, and off-corner punch is immense.

Other changes to the engine from GSX-R to GSF include different carbs – from BST36SS Slingshots to BSR36SS CVs, for a smoother response – and swapping the 1100’s conventional clutch set-up to a diaphragm type which, oddly, is weaker and the cause of issue for some owners.

The changes Suzuki made to its air/oil-cooled superbike motor were key to the Bandit’s success and popularity. As a ’90s road engine it proved hard to beat, offering enough effortless oomph to pull down a small building that, being accessible from such low rpm, made swift road riding an absolute doddle, both solo and two-up. Proof, if needed, that the best road bike engines are all about torque and drive, not headline grabbing max power figures.

1996-2006 Suzuki GSF1200 Bandit - Handling & Suspension (inc. Weight)

Like its engine, the Bandit 12’s chassis was ‘borrowed’ from an existing model in Suzuki’s range. The GSF600. Not wholesale – the 12’s frame and rolling stock weren’t lifted straight from the 600, rather based heavily on the smaller bike’s tubular steel cradle frame and parts-bin rolling stock.

The 12’s frame is obviously beefier and more robust than the 600’s, to cope with a physically bigger engine and a greater production of both power and torque. The same added strength is echoed in the GSF1200’s cycle parts – 43mm telescopic forks with preload adjustment, in place of the 600’s non-adjustable 41mm units. Twin 310mm front discs gripped by 4-pot Nissin calipers (the 600 runs 290mm discs and 2-pot calipers); and a deep box-section aluminium swingarm controlling a preload and rebound adjustable single shock at the rear. Wider rubber was also fitted to cope with the 12’s greater performance – 120/70 ZR17 front and 180/55 ZR17 rear (the 600 runs 110/70 17 and 150/70 17 respectively). All components readily available from existing Suzuki models, like the RF900R.

Despite its simplicity, the GSF1200 handles a treat. Ok, so the budget suspension (the forks, for example, are from the RF, minus rebound damping adjustment; retro fitting the 900’s front end is a common and easy upgrade) lacks sophistication and becomes soggy fairly quickly, but in its role as a grunty, low revving roadie the Bandit’s chassis is adequate, providing easy, accurate handling and acceptable ride quality. Most Bandits will, by now, have been treated to a suspension upgrade so the issues caused by the stock set up should be no more.

Suzuki reworked the Bandit’s chassis for 2001, ditching the cradle frame and replacing it with a part perimeter, part cradle design, still in tubular section steel. Wheelbase was reduced by 5mm to 1430mm, front calipers upped to 6-pots and, thanks to new bodywork and frame, the seat height was reduced from 835mm to 790mm. Clocks and styling were also reworked – the S model gained a sleeker half-fairing and twin projector headlamps.

To ride, especially over distance, the S model wins out on account of its superior protection from the elements. The naked N is a hoot for shorter rides. Simply short-shift through the gears, ride the motor’s immense wave of torque, and enjoy a machine that’s far more than the sum of its parts.

1996-2006 Suzuki GSF1200 Bandit - What to look for

Value reducing add-ons
Bandit owners love aftermarket trinkets; everything from tiny indicators and anodised bolts, footrests and brackets, to noisy, stubby end cans. Some upgrades are worth having – quality exhaust systems, decent shocks and fork internals, properly engineered footrests – but an awful lot of the stuff that makes its way onto old Bandits is rubbish that doesn’t aid performance, handling or the bike’s residual value. If you buy a bike with add-ons, ask for the standard parts too.

Engines
Generally bulletproof. The Bandit 12’s 1157cc unit is basically a GSX-R1100 lump retuned for midrange thrust, so they’re rarely – if ever – stressed. Regular oil changes are key, however (semi-synth 10/40W is fine), because not only does it lubricate the internals, the oil supply also helps cool the engine. Fresh oil and filter every 3000 miles is good practice. The clutch – a diaphragm type – isn’t as strong as the conventional design on GSX-R motors, so check for clutch slip/drag on a test ride.

Engine ancillaries
While the engines themselves rarely present issue, the ancillaries around the motor can be problematic. Oil return pipes (at the front of the engine) can rot, then fail – not what you want on an oil-cooled motor, so inspect their condition. Fuel taps can give out too, allowing petrol to run through to the carbs and ultimately down into the crankcases if the bike is left for a long time on its sidestand. Poor running can be down to incorrect jetting, pod filters, worn carb internals, the wrong size carbs (bigger isn’t always better), and cheaply made exhaust systems.

Crash damage
Even half-faired S models have their engines on full display and a minor spill can damage the cases. Likewise, the rear subframe can twist if the bike lands on its end can. Thankfully most crash damage should be easy to spot and cheap to repair.

Suspension
The Bandit range were budget builds, relying on parts bin components to create a competent package. GSF forks and shocks were never top drawer equipment and it’s doubtful many, if any, have made it this far without attention. Look for a quality aftermarket shock, preferably with adjustment, and uprated forks; slightly heavier oil (20W) and firmer springs will help. Check the rear suspension linkages have been greased too.

Wiring
If a previous owner has fitted aftermarket winkers or, worse still, a hideous twin headlamp conversion, there’s every chance they’ve been at the wiring loom. If that’s the case, you could be in for a few late nights in the shed repairing their bodgery or chasing faults. Be warned.

Head races
Bandits encourage wheelies, so be sure that any potential purchase comes with serviceable head bearings. Check wheels for dents too, and get a test ride to be sure second gear holds firm under load – if it jumps out and won’t hold a fistful of throttle it’s likely the engagement dogs are worn.

Overall finish
Bandits were never premium machines so the finish can be iffy in places. Corroded fasteners, rust over exposed metal and flaking engine paint are not uncommon. Go for the best nick example you can.

1996-2006 Suzuki GSF1200 Bandit - Rivals

2005 Honda CB1300S
Torque-rich four, combining modern tech (fat tyres, big brakes, liquid-cooling, and decent suspension) with retro styling and big road presence. Better build quality than the Bandit 1200, but more expensive as a result, both new and used. The half-faired Bol D’or variant is a properly effective road bike. Excellent protection from the elements and a 21-litre tank make a great pillion perch and tourer. A strong competitor to the Suzuki.

2002 Kawasaki ZRX1200S
Another brilliant modern interpretation on a classic theme, Kawasaki’s ZRX blends ZZ-R-derived performance with classy looks and, in half-faired S form, the potential to take on pretty much any journey. Interestingly the bikini faired R model commands much stronger money, on account of its retro looks, despite the S being the better road bike. More stylish than the Bandit, and more thoughtfully finished, the ZRX continues to be popular on the used market, as reflected in its values.

2003 Yamaha FZS1000 Fazer
A bargain in this company, and a great bike to boot. Retuned R1 engine focusses on midrange grunt, while the upright riding position and effective half fairing make the big Fazer a decent all day perch and more than capable of continental touring. Like the Bandit the Fazer’s build quality is a bit thin in places – exposed metal surfaces don’t take long to corrode, plating flakes, and even a single winter’s use can leave an FZS looking shabby. Most powerful in class by a considerable margin, so if you value performance the Yamaha really should be on your list.

Honda CB1300S, 2005 | Approx Price: £2700-£4800

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Power/Torque

113bhp / 86lb-ft

Weight

236kg

Kawasaki ZRX1200S, 2002 | Approx Price: £3000-£5000

Read more

Power/Torque

122bhp / 82.6lb-ft

Weight

227kg

Yamaha FZS1000 Fazer, 2003 | Approx Price: £2200-£3300

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Power/Torque

143bhp / 78.1lb-ft

Weight

208kg

1996-2006 Suzuki GSF1200 Bandit - Verdict

When launched the Bandit 1200 was hard to beat in terms of value for money and grins per pound. The same is true on the used market, but take the time to find an unmolested example. Acres of bolt-on tat won’t have improved performance or ride, so look for as original as possible and you’ll snap up a seriously capable road bike for not a lot of folding. The reliability of the GSF’s oil-cooled motor has long since been proven, parts are cheap and easy to find, home maintenance is simple, and there’s still plenty of joy to be extracted from an old Bandit, so the reasons to buy one far outweigh the negatives. And that’s why the Bandit 12 is still worth hunting down.

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1996-2006 Suzuki GSF1200 Bandit - Technical Specification

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