Bike of the Month August 2017

Bandits, they crop up for discussion from time to time on OSS. Are they interesting? Are they not? They get referred to as ‘blandits’ unless they’re decent and have always been seen as a good source of parts, particularly the engine for our beloved OSS bikes.

So, when we set about rebooting OSS into what it is today we had a think about how to word which bandits we’d like to see on here… specifically no blandits! However that needed a tad more definition so we ended up with the following as part of the rules: “Standard bandits just aren’t that interesting. Trick ones are another thing though, there are indeed some out there and we’re not talking bolt-on tat. GSXR running gear, 1216, flatslides, turbos etc, that makes them interesting!”

When it was time to choose this month’s BOTM, I saw Colinworth79’s Bandit Evo thread and re-read that definition. My thought was that maybe it’s time for a ‘non-blandit bandit that’s still somehow a bandit’ BOTM. I also like well-executed tasteful trick details and I like shiny… so here we are.

Trick frame? Tick. Upgraded running gear? Tick. Turbo? Fucking tick! There are so many upgrades and details on this bike. GIA frame (11kgs lighter than the stock), Ohlins suspension, Harris/custom yokes, that swingarm, lightweight wheels, big bore, turbo, the list goes on with some amazing details and one-off parts along the way. Recognisable as a bandit however very trick and lacking in renthal bars and twin dominator headlights too!

The bike has competed at the Brighton Speed Trials and has since been seriously crashed and rebuilt along with further upgrades. It doesn’t stop there though, a 1340 motor is now being prepared for it too.

So, here we have it – we’ve got a bandit as BOTM. Yet it’s not a blandit. It’s the opposite of bland yet it’s still got the recognisable silhouette of a bandit. Is it still a bandit? Who cares, it’s our BOTM.

Colinworth79, your Bandit Evo is this months BOTM.

Read the project thread here.

Discuss this article here.

Bandit Coil Spring Conversion

Words & pics: Lee Workman

Bandit clutch conversionBandit Clutch

The clutch assembly fitted to all Bandit 1157 motors is, frankly, shite.

Based on the same principle as the GSX-R Slingshot unit, it’s diaphragm-sprung with ten driven plates and ten drive plates of 225mm diameter (the GSX-R’s are 230mm diameter which doesn’t sound much, but offers a huge increase in surface area for friction) and has a cheap cast alloy basket with a steel reinforcement strap fitted in an effort to stop it flying apart (as opposed to the large all-steel basket used in the GSX-R).

Under normal circumstances this unit is fine but, as soon as you start giving it a reasonable amount of abuse or tune the engine, it will struggle to cope with the extra demand and eventually slip. Heavy-duty diaphragm springs are available and will slightly improve matters at the cost of a heavy clutch lever, but the whole unit is better off in the bin. Trust me …

To convert your Bandit 12 clutch you’ll need the following parts from Suzuki,

No. Description Suzuki Part Number


Price � (ea.) Source Model


Clutch inner hub



49.46 GSXR1100 G,H & J


Pressure disc



23.49 GSXR1100 G,H & J


Coil springs



1.31 GSXR1100 G,H & J


Spring spacers



1.72 GSXR1100 G,H & J





0.53 GSXR1100 G,H & J





0.71 GSXR1100 G,H & J


Drive plate (Fibre)



9.53 All GSXR 1100’s


Driven plate (Steel)



5.47 All GSXR 1100’s


Clutch Basket



176.53 GSXR1100 K,L,M & N


Yep, you’ll need to replace that crappy clutch basket, they are expensive new, but you could get one from B12 Clutch 1a breaker, you can use one out of any Slingshot model. Beware – they look identical to the earlier Slabside one, but the 1052cc motor has different gearing on the crank. The primary driven gear at the back of the clutch basket of Slabside engine has 73 teeth. The bandit primary driven gear (being essentially a 1mm over bored 1127 motor) has 72 teeth – the same as a slingshot one.
Follow the previous instructions for the GSXR’s then, once the inner hub is completely off, remove the outer basket also.
Pull the basket partially out, then push it back in again, this will expose the needle roller bearing and the spacer, remove these from the shaft then remove the clutch basket and alternator/oil pump drive gears careful remove alternator oil pump gear from the b12 basket and fit it into the slingshot basket
If its still stuck to your clutch basket, you will need to (carefully) remove this bandit drive gear, and fit it to the GSXR basket.
They are totally different; the alternator/oil pump drive gear off a GSXR has different pitch teeth and will foul your bandit alternator driven gear and your oil pump driven gear.

Once you’ve done this you can fit the new GSXR Basket using the original thrust washers in their original places.
Ensure the alternator an oil pump drive gears are engaged with the driven gear behind the basket
When positioning the basket on the counter shaft and sliding it ‘home’ – take extreme care to line up the alternator/oil pump drive gears with the alternator and oil pump driven gears, if they are not fully engaged, and you tighten the hub nut, it WILL snap, and they cost around £80!

Fit the new coil spring hub assy just like the GSXR procedure with one exception, –
The counter shaft of the bandit engine is again longer than the Slabside one, but it’s different to the Slingshot counter shaft, the dimensions for the bandit spacer are 35mm O.D, 25.5mm I.D and 6mm thick. Also as the original bandit hub has a different thickness base to either of the gixxers, it still works out that you need a 10mm ball bearing to take up the slack between your original bandit pushrod, and your push piece.
Again secure the hub using your original nut & washer on the new spacer fit the new GSXR clutch plates and pressure disc assy as above.
And you too have a GSXR spec, coil spring clutch!, Again you can go and fit a lock up straight on if you wished!, Or leave it as it is and go and do stoopid stuff, safe in the knowledge that you’re clutch can take it!
Now, extra hints and tips.
Tip 1: When you do the job, put the bike on its side stand and carefully lift the front wheel and chock it on a brick – this will stop you losing any oil when you remove the clutch cover.
Tip 2: When buying new clutch plates, use only genuine Suzuki parts – I know they’re more expensive, but it’s false economy to put cheapo plates in. I know, I’ve tried ALL the super-trick/heavy-duty ‘performance’ clutch plates and they just don’t compare with the genuine stuff. You have been warned!
Tip 3: With this particular conversion you fine-tune the biting point by changing the ball bearing – if it drags too much (assuming you’re using the correct grade oil and the steels aren’t warped), then you need more travel so try fitting an 11.5mm one instead. If it slips (assuming the fibre plates and/or the springs aren’t worn), you need less travel so pop in a 9mm one. It really does make a difference!

Also take the time to make the special tools, they’re a piece of piss to make, and really make life easier.

Special tool one: You’ll need two pieces of steel bar that are 200mm long, 25mm wide and 5mm thick (ish …), drill two 6mm holes in each bar with the centres 165mm apart then, at one end of each bar, fit a M6x30 bolt and secure it tightly with a nut on the underside. At the other end, open out the 6mm hole to 8mm and join the two bars together with a M8x70 bolt and loosely secure it with a nut on the underside. To use it, the M6 bolts will neatly fit into the slots on the diaphragm pressure disc and the M8 bolt will fit straight into the swingarm spindle – once the slack is taken up, you’ve got both hands free to undo/tighten the big 50mm holder nut!

Special tool two: First get one 400mm long piece of square section (20x20mm) bar and two old GSX-R clutch driven (steel) plates. Put the plates on top of one another and drill three holes equally around the diameter and secure them to the square bar using two M6x60 bolts and 20mm spacers and a couple of M6 nuts (this way, you can support the basket really well and reduce the chances off slipping, as the plates will be deep inside the unit). Finally put a small M6x10 bolt and nut through the remaining hole to secure the plates together. This is a wicked tool to have, when you’re trying to remove/secure the hub nut at 160Nm!

Anyway, in preparing this article I’ve been down to my local Suzuki dealer to get the correct part numbers for you to order and latest prices (all, are + v.a.t.,and correct at August 2002), and to ensure that those of you using second hand stuff from the breakers get the right bits off the right models. I’ve already checked to see which part numbers are superseded by later ones and that the information given is correct to the best of my knowledge and experience etc– aren’t I good to you lot, eh?