Suzuki's Bandit 1250 has a fresh new look for 2010.

As a fulltime test rider for magazines and MotoOnline.com.au, over the years there have been a few bikes that stand out in my mind as real surprise packages compared to what my expectations were beforehand.

Suzuki’s Bandit 1250 ranks highly on that list of surprises since my initial ride on the model last year in its ABS guise, so to hear that the ultra-affordable sports tourer was receiving a makeover for this year came as good news.

It’s one of those bikes that are a handy all-rounder, sporty enough to give you a buzz, while cruisy enough for a comfortable ride out on the open road with a few mates.

While many of the changes introduced for 2010 are purely cosmetic in the styling departments, here’s a quick spin to give you our thoughts on its looks and also the performance of the non-ABS version of the model.

DESIGN AND STYLING
With edgy styling updates for 2010 including redesigned bodywork and the adjustable seat, combined with a sleeker headlight, taillight and turn signals, the classic styling of the Suzuki Bandit 1250 has a fresh feel to it for the new year.

The Bandit 1250’s instrument cluster has also been updated, where the analogue tachometer is complemented by a LCD digital speedometer, fuel gauge and clock. It also includes LCD indicators to identify neutral position, oil pressure, high beam, water temperature and gear position.

Suzuki has hit the nail on the head in the styling department, giving it a fresh look without going overboard and alienating lovers of the previous model. It’s a precise new look that really sharpens up the package throughout.

The styling is much sharper and refined for this year, adding to its sporting appeal.

HANDLING
As described in our most recent test of the Bandit last year, you’ll be surprised in some ways at the handling package the 1250 has, simply because it outperforms expectations from most angles.

When cornering through long sweepers you’ll enjoy the way it holds it line, and despite feeling rather weighty at a standstill, it’s a fairly light-handling package that you’ll be greeted with at speed.

It reacts to all but the most minimal input when putting it through its paces, only really feeling the weight as you pull up for the tighter turns after arriving at a decent speed on the straight beforehand.

It’s best to ease your way into the turns, ensuring the chassis is settled before powering out, and you’ll also enjoy the performance characteristics of the rear shock when exiting turns.

The braking package is consistently strong even without the ABS, and I’d even go as far as to say that there’s a slight bit more feel at the front lever compared to the ABS version.

While the ABS version weighs an extra three kilograms, there’s no real advantage handling-wise that you can feel on the non-ABS version.

Wind won’t affect your ride too much even on this naked version of the Bandit 1250, however if you’re looking for more protection if you plan to log decent kilometres in complete tour mode then you could look toward the half-faired 1250S model as it features a windscreen etc.

POWER
Perhaps the greatest thing about the Bandit 1250 is the broad range of power that’s on tap whenever you twist the throttle – pretty much in any gear and at any time you feel the need to get on the gas.

You can rev it hard or chug along in a higher gear and the engine will pull accordingly, something that comes in handy when you’re in cruise mode on a lengthy ride.

Suzuki’s Dual Valve Throttle (SDVT) fuel injection system means you’ll have great throttle response, all the way from around 3000rpm to 9500rpm as you work through the rev range.

As per our previous test, I hardly ever ride it in the high revs though, preferring to use the torquey part of the output from around 3500rpm to 6500rpm, which works perfectly if you click it up a gear higher and take advantage of its capacity.

Another advantage of using the engine low in its rev range is that the gears shift smoother, but I find it best no matter what to use a slight amount of clutch action on both up and down shifts for the best results.

The engine revs low at cruising speed on the freeway, and vibration is almost non-existent due to the secondary balancer shaft in the motor. Despite its capacity, the muffler makes the bike very quiet whether you’re revving it hard or rolling along.

Power is a great thing on these big-bore sports tourers, and Suzuki achieves that goal extremely well.

The instrument panel has been revised for the new year.

CONCLUSION
Once again the Suzuki Bandit 1250 proved its worth with a variety of uses in our test time, coming in as a solid all-round ride that you can tour on, take for a quick blast on the weekend or even commute to work on during the week – completing all in fine style.

There are ample tie-down points, a comfortable pillion seat and rubber footpegs, all adding to the versatility if you’re planning a trip away.

The revised appearance deserves great applaud by Suzuki as stated above, giving it a fresh new lease on life while still retaining the styling that has made the Bandit 1250 what it is today.

FAST FACTS
Moto Rating:
8/10 – You won’t feel like a Superbike star while on the Bandit, but you will appreciate its sports tour status. It meets its design brief well.

Suited To:
Intermediate-Advanced – You’ll most enjoy a bike like this after a few years in the saddle of a sportsbike or similar.

Bang For Buck:
At $11,990 + orc for the Bandit as tested you’re getting a heck of a lot of bike for not much buck, making the Bandit one of the most valuable big-bore models on the market. Better yet, add an extra $500.00 and you’ll get ABS thrown in!

Plus Points:
+ Styling updates
+ Multi-purposes
+ Comfort

Minus Points:
– Exhaust note

The Bandit has a much sleaker rear-end in its new guise.