The Big Picture
“How it all works together”

All the technology used in this project is actually fairly straight forward for any competent mechanic to install, however, getting it all dialed-in is a different matter altogether. I spent quite a bit of time “tuning” the entire suspension geometry after everything was installed. The configuration is absolutely critical to proper handling, and great care must be taken to ensure everything works together properly.

The Race Tech setup was by far the easiest in the group. Race Tech provides very exact information for the configuration, it is almost a “plug and play” install. During the re-installation of the forks into the triple-clamps, I noticed that the Fox rear shock no longer had the proper amount of sag (too much), and the Race Tech front-end didnt have enough. With the stiffer springs up front, the ride height and center of gravity had changed. The rear shock obviously required adjustment, so I adjusted the preload on the spring and put it in the correct sag zone. Once this was accomplished, the Race Tech front-end also started exhibiting the proper level of sag. I knew I was heading in the right direction, but it still wasn’t quite right.

While sitting on the B12, with both tires on the ground, I immediately noticed the front-end riding high (or perhaps the rear-end low). As I sat on the bike, I could tell by the amount of bend in my knees (while my feet were flat on the ground), that the bike was definitely too low. I immediately adjusted the Fox Shock ride-height until I felt it was at the correct level (again by using the amount of bend in my knees as a guide). This adjustment also effected the sag on the front-end - with more weight transferred forward now, it was much closer to where it should be. I went for a quick ride out of curiousity, and quicky discovered the front-end was still too high. The rake/trail were definitely off, making the B12 turn very slow and shallow. The only conclusion was that the forks were too low in the triple-clamps. After trying a few different heights, I ended up raising the forks though the clamps about 3/8”. A quick test ride revealed a sharp, stable steering geometry, and a bike that was slightly lower than stock. The sag on the front and rear-end was perfect now. All around, a great configuration.

The Maximum-Suzuki project B12 was transformed into a lean, mean, twisties-destroying machine. The bike now turns so fast and precise, it feels as if its a much lighter sportbike. So far, my favorite roads have contained several rapid switchbacks. The B12 is so flickable now, it very much reminds me of a GSX-R1100 or a ZX-9R. I was never able to make really fast transitions on double-S’s with the stock suspension/geometry, the B12 was just to heavy feeling. Now the double-S’s are mind blowingly fast and a certifiable blast to do. I’ve finally defeated my nemesis as well; the twisties-demon known as the “off-camber right-hander”. It is by far my most hated type of corner, and there are two in the Maximum-Suzuki proving grounds that drive me crazy. For the first time I am able to maintain a perfect line through both of them, and hold my speed. I couldn’t do it before, the wallowing action of the stock suspension would destroy my confidence in those turns, and I would be forced to scrub off a lot of speed for fear of wandering into oncoming traffic..... Excorcism through suspension - now there’s a concept.

High-speed sweepers are a wonderful experience with this suspension setup. I still am in shock at how absolutely solid the B12 feels while dragging footpegs at 80+ mph. The stock Macadam 90X’s are a joke compared to the 207RR’s, theres just no comparison in traction and stability. The old Mac’s would tolerate high-speed sweepers, but they were never really happy about it. They would tend to squirm and wallow a bit, often not to far from breaking loose. The 207RR’s make it a completely new experience. The feeling I got from these tires were as if a constant bead of super-glue was being applied to road surface. Not at any point did the 207RR’s come close to flinching at the road surface or the high speed. They stayed exactly where I pointed them, and never squirmed or wallowed once - absolutely solid stability. Combined with the Fox and Race Tech equipment, its one hell of a smooth ride.

The Suzuki Bandit 1200 is a very capable motorcycle in stock form, and can run with some of the fastest production sportbikes, in a variety of situations. Probably the greatest feature of the B12, is its incredible level of flexibility. The suspension modifcations in this article represent race-worthy improvements in the B12’s handling characteristics - even for a person on a minimal budget. This by no means infers “cheap”, most riders just want good value - i.e quality high performance equipment that wont bust the bank. Fox, Race Tech, Dunlop, and Holeshot accomplish these requirements exceptionally well.

After a great deal of research, wrenching, and time, the B12 Ultimate Handling Guide is finally completed. The education itself was well worth all the work, and I believe I am a better rider (and mechanic) now for it. The Maximum-Suzuki project bike has truly turned into an impressive canyon carver, which is probably now beyond my abilities to ride to its limit.

Griff, Maximum-Suzuki.com

Special thanks to:
Jeff Favorite - Fox Racing Shox
Dale Walker - Holeshot Performance
Mike Manning - Dunlop Tire Corp.
Josh & Brad - Race Tech

Any speeds mentioned in this article which are above the legal speed limit, are complete fabrications, and the author is obviously lying.