Suzuki GSF600N Bandit
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| Suzuki GSF600 | |
| Manufacturer | |
|---|---|
| Also called | GSF600S Bandit, GSF600N Bandit, GSF600 Bandit, GSF 600 S Bandit, GSF 600 N Bandit, GSF 600 Bandit, GSF 600 |
| Production | 1995 - 99 |
| Class | Standard |
| Engine | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
| Compression ratio | 11.3:1 |
| Top Speed | 206.3 km/h / 128.2 mph |
| Ignition | Digital Transistorized |
| Transmission | 6 Speed |
| Frame | Double cradle, tubular |
| Suspension | Front: Telescopic, oil damped Rear: Link-type suspension, 4-way adjustable rebound damping, 7-way adjustable preload |
| Brakes | Front: 2 x 290 mm Discs, 2 piston calipers Rear: Single 240 mm disc, 1 piston caliper |
| Front Tire | 110/70-17 |
| Rear Tire | 150/70-17 |
| Weight | 196 kg / 432 lbs (dry), |
| Recommended Oil | Suzuki ECSTAR 10w40 |
| Fuel Capacity | 19 Liters / 5.1 US gal / 4.2 Imp gal |
| Manuals | Service Manual |
It could reach a top speed of 206.3 km/h / 128.2 mph.
Engine[edit | edit source]
The engine was a Air/oil cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 11.3:1 compression ratio.
Chassis[edit | edit source]
It came with a 110/70-17 front tire and a 150/70-17 rear tire. Stopping was achieved via 2 x 290 mm Discs, 2 piston calipers in the front and a Single 240 mm disc, 1 piston caliper in the rear. The front suspension was a Telescopic, oil damped while the rear was equipped with a Link-type suspension, 4-way adjustable rebound damping, 7-way adjustable preload. The GSF600N Bandit was fitted with a 19 Liters / 5.1 US gal / 4.2 Imp gal fuel tank. The bike weighed just 196 kg / 432 lbs.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki GSF 600N Bandit
The Bandit 600 virtually created the middleweight budget bike class when it appeared in 1995.
Based around a similar design to the 1990 Bandit 400, the Bandit 600 used an oil-cooled engine in a basic steel frame. Budget suspension and braking components kept costs down, and the Bandit was a lively, capable performer. It had just enough power to count as a 'big' bike while remaining unthreatening for novices, so was a popular choice for post-test riders.
The traditional round headlamp and chrome-finished exhaust were matched by a color-coded frame and silver-finish engine which gave the Bandit a healthy dose of attitude.
The first update for the Bandit, in 2000, had a new frame and updated TPS carburettors.
Bennetts on the 600 Bandit That was when the GSF600 Bandit was released, helping light a fire under the budget naked middleweight class started just a few years before with the Yamaha XJ600 Diversion. Like the Divvy, the Bandit used a tried and tested powerplant the motor derived from the oil/air-cooled GSX-R750 mill, found in the sports 600, notoriously known as the Teapot on account of its all-enveloped fairing. Chassis parts are often thought of as being below-par, but they were actually shared with the-then top Suzuki sports-touring middleweight the RF600. Sure, it was still a bit soft and only adjustable at the rear for rebound and preload but it worked well. The motor was unstressed and good for 75bhp and a top-end of 120mph+, while the painted steel tubular cradle almost aped the aluminum double cradle of the earlier GSX-Rs. With that sort of family reputation, it is little wonder they called it Bandit. With its amazing knack of offering a total more than the mere sum of its parts, the Bandit sold incredibly well the £3999 price tag helped. What also helped was the lower gearing to give some low-down oomph and the excellent ergonomics and geometry which gave it real agility out on the swooping country roads or in the urban sprawl. The GSF600N was joined by the 600S in 1996 thanks to the addition of a half fairing and both versions vied with big brother 1200 Bandits and the FireBlade as Britains best-selling bike of the 1990s. Since then age has perhaps not been kind to the Bandit. Newer models complemented it in the Suzuki range (such as the ) and rivals such as the Fazer 600 and Honda Hornet provided more thrills and/or looks for similar wedge. Worse, the ravages of a few UK winters often had some of the cycle parts of the Suzuki rusting, so a well-looked after Bandit soon became hard to find. By the time the bike had a thorough revamp, with a new, straight frame, longer wheelbase and a host of other changes in 2000 it had really lost its edge. Today the double-cradle early models of 1995-96 are possibly in the waiting room for modern classic status, which means the prices are still low, but some chancers (dealers) will stick a £1500 tag on a bike with plenty of surface patina. Dig deep and find a tidy privately owned one thats been looked after.
| Make Model | Suzuki GSF 600N Bandit |
|---|---|
| Year | 1995 - 99 |
| Engine Type | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
| Displacement | 599 cc / 36.6 cu in |
| Bore X Stroke | 62.6 x 48.7 mm |
| Compression | 11.3:1 |
| Cooling System | Air/oil cooled |
| Induction | 4 x Keihin CVR32 carburetors |
| Ignition | Digital Transistorized |
| Starting | Electric |
| Max Power | 57.4 kW / 77 hp @ 10500 rpm (at rear tire: 54 kW / 72.4 hp @ 10400 rpm ) |
| Max Torque | 54 Nm / 5.5 kgf-m / 39.8 lb-ft @ 9500 rpm |
| Transmission | 6 Speed |
| Final Drive | Chain |
| Frame | Double cradle, tubular |
| Front Suspension | Telescopic, oil damped |
| Rear Suspension | Link-type suspension, 4-way adjustable rebound damping, 7-way adjustable preload |
| Front Brakes | 2 x 290 mm Discs, 2 piston calipers |
| Rear Brakes | Single 240 mm disc, 1 piston caliper |
| Front Tire | 110/70-17 |
| Rear Tire | 150/70-17 |
| Dry Weight | 196 kg / 432 lbs |
| Fuel Capacity | 19 Liters / 5.1 US gal / 4.2 Imp gal |
| Consumption Average | 5.6 L/100 km / 17.8 km/l / 41.9 US mpg / 50.3 Imp mpg |
| Braking 60 Km/h - 0 | 13.9 m / 45.6 ft |
| Braking 100 Km/h - 0 | 39.7 m / 130.2 ft |
| Standing ¼ Mile | 12.3 sec / 171.6 km/h / 106.6 mph |
| Top Speed | 206.3 km/h / 128.2 mph |
| Overview | Motorcycle.com / Bennetts |