Earlier this year, Suzuki unexpectedly axed its MotoGP program, and despite emphasizing its “dedication and commitment” to its US motorcycle program, some gearheads saw this as a signal of The End. Comments on the articles complained about Suzuki’s reluctance to update its models, and wondered about the company’s future.

Suzuki really hasn’t come out with many all-new designs in a long, long time. The current 1050 V-Strom is a long way removed from the original TL1000 V-twin it’s descended from, but it’s still the same basic engine design. You could say the same about almost every other bike in the lineup; some are exactly the same as when they debuted (DR-Z400, DR650), and others are much-evolved takes on older, trustworthy designs (GSX-S1000GT). Even the current-gen GSX-R1000 is a few years old now, and that’s the last true ground-up design we’ve had from the company.

But is that a bad thing? Sure, we all want shiny new models and exciting technological growth, but sometimes, you’re far better off refining proven tech than introducing something new. Suzuki’s current line of re-warmed designs is nothing new; the company has been doing this since the 1990s, and some of the company’s cult classic models were built along these lines—like this 2003 Suzuki Bandit 1200S.

That motor was long in the tooth when the first-gen Bandit 1200 came along in 1996. Well, sort of. It was a retuned version of the old GSX-R1100 mill. Photo: Zac Kurylyk

The Bandit 1200 is a practical machine, powered by a reworked four-cylinder that was basically an oil-cooled GSX-R1100, retuned and big-bored. The result? A torquey, street-biased engine that you could still wring out on a track day.

Considering its 1996 debut, you might ask: Why oil-cooled? After all—round this time, Suzuki had already adapted the GSX-R1100 bottom end to a liquid-cooled top end in its RF900R, making almost 130 horsepower at the crank, as opposed to the Bandit’s 98ish horsepower. Most likely, Suzuki was trying to keep costs down with the Bandit (at least it had a hydraulic clutch). Throw in a steel tube chassis, some pretty basic suspension and brakes, and you had a brute of a naked bike that was still affordable.

Some Bandit 1200 models came with the round, naked headlight look that Ducati popularized with the Monster. The 1200S as seen here came with a quarter fairing that looked pretty good, showing off that massive motor while giving you just enough wind protection to keep the elements at bay. As a young buck, I personally much preferred the more stripped-down machine, but now I’d prefer the S version for touring. I have never seen an age breakdown of the 1200’s sales, but I’d bet that’s exactly how they played out: Younger riders chose the aggressive-looking unfaired model, older riders went for the added protection. Both bikes had an upright seating position. Not as brutish-looking as the unfaired models, but the S model was a good compromise between aerodynamic protection and simplicity. You didn’t have to butcher the bike to work on the top end. Photo: Zac Kurylyk

Not as brutish-looking as the unfaired models, but the S model was a good compromise between aerodynamic protection and simplicity. You didn’t have to butcher the bike to work on the top end. Photo: Zac Kurylyk

At its debut, the 1200 was sneeringly referred to as “the Blandit” in some reviews, due to its emphasis on low-end torque over high-end hyperspeed. But, it didn’t take long for the public to see past the jaded journos’ put-downs. The Bandit 1200 developed a reputation as a wheelie machine, and just as tinkerers and tuners had figured out how to hot-rod all the previous generations of big-bore Suzuki fours, they turned their attention to the Bandit. Adding a free-flowing exhaust, opening up the airbox and re-jetting the carbs was supposedly good for another 20 horsepower, at least according to some users. But that was just the start. Big bore kits, hot cams, even turbochargers—nothing was off-limits. Like other Suzuki fours, the Bandit readily accepted hotter-tuned components from other bikes, including cams and suspension, and if you had access to a junkyard, you could really soup this bike up on the cheap. Even the steel frame itself seemed able to handle a lot of performance enhancement without much protest.

But, you didn’t have to go on a crazed quest for horsepower. Other users put on touring windscreens, added raised handlebars, luggage racks, panniers, and other accoutrements and took off towards the horizon.

And, some guys just kept the thing as an around-town bike. Screw-type valve adjustments made it easy to DIY the top end maintenance; a centerstand made it easy to care for the chain. Really, there was something for everyone. As an ’03 model, this machine should have the improved second-gen suspension as well as pistons that won’t burn oil. Photo: Zac Kurylyk A rep for reliability

As an ’03 model, this machine should have the improved second-gen suspension as well as pistons that won’t burn oil. Photo: Zac Kurylyk

Like so many other Suzuki fours, the Bandit 1200 was overbuilt for its understressed stock tuning, and generally speaking, they’re considered super-reliable. One exception: A couple of years were known for oil-burning top ends, due to improperly-manufactured pistons. These were supposed to be fixed under Suzuki’s warranty, and not even every motorcycle in those production years was affected.

Aside from that, most owners have plenty of good things to say about their Bandits. Other bikes had better fit-and-finish, other bikes might have been a bit smoother (the 1200 had a reputation for being buzzy), but the Bandit got a lot of jobs done at a very reasonable price.

That’s why, when I broke into the motojournalism biz, several of the older guys I worked with owned these bikes. That was before the big-bore ADV thing really took off, and they wanted practical machines for track days and touring both, with the odd gravel concession road thrown in to boot. The Bandit did those jobs at an excellent price. Tut tut, Mr. Kurylyk! Loud pipes don’t save lives, but they will annoy the neighbors! Errrrr, anyone want to trade for a stock muffler? Photo: Zac Kurylyk This bike here

Tut tut, Mr. Kurylyk! Loud pipes don’t save lives, but they will annoy the neighbors! Errrrr, anyone want to trade for a stock muffler? Photo: Zac Kurylyk

What about this machine here, an ’03 with about 74,000 kilometers on the clocks? That’s certainly not low mileage, but the last two owners were older guys who really took care of it—one of them a personal friend of mine, the other his brother. It’s in good running order, has new chain, sprockets, and fork seals, and a fresh oil change. And, asking price is $2,000 CAD, just over $1,500 USD. Sounds like a good deal, right?

Sure sounded that way to me! And, that’s why I’m buying it! You’ll have to find your own …