SUZUKI GSX1250FA
Fri, 14 May 2010
BY CHRIS MOSS
PICTURES BY JASON CRITCHELL
It’s a bit of a mystery why Suzuki is avoiding any reference to the model designation ‘Bandit’ with its new top value GSX1250FA sports tourer. But as the 2010 machine is essentially a fully-faired version of that classic machine, I will!
The firm claims the latest incarnation is a response to Bandit 1250 customers who’ve requested a fully clothed version, and GSX650F owners who wanted a bigger model. Aimed at 45-50 year-olds who’ve typically moved on from pukka sportsbikes and want something less extreme and more comfortable, the GSX will in fact suit a much broader range of riders. An easy-going all-rounder in standard trim, fitted with some of the official accessories like full luggage, the FA’s capabilities extend even further. My view of it, after testing near Girona in Spain, is that the Suzuki is a highly versatile, real-world, everyday machine with a price that makes it a real budget alternative to many of the much more expensive sports tourers. In short, I think it will carve a niche for itself in that sector of the market, and sell really well. Especially with the economic uncertainty that currently exists.
It was definitely a case of déjà vu when I rode the GSX. Related as closely as it is to the existing Bandit 1250SA, and the 1250GT which I recently ran as a long termer, feeling at home on it took just a matter of yards. Yet as I was to discover, some of the modifications made to the FA do give it an advantage.
Very friendly and easy to manage, those key virtues of the Suzuki were a real help in the initial stages of the test. Along a route so twisting and devoid of straights, you almost felt dizzy, confidence still remained high. That faith continued even when the road surface became very slippery due to debris thrown onto it after some of the area’s worst weather in decades.
This isn’t a bike that needs lots of experience or expertise to master, and will make a great introduction to those new to bigger motorcycles. I too welcomed the user-friendly manner of the Suzuki. The 1255cc in-line four cylinder engine has very realistic manners and produces its power in a linear and predictable manner. Torquey and very flexible it doesn’t need big handfuls of throttle or lots of revs to deliver its goods. Knowing that you can rely on the top two or three gears to pull you along with ease once you’re underway, reduces levels of rider input, making travel very relaxing. It’s yet another reminder of the suitability of the bike for anyone with a limited number of miles under their belts.
In saying that, once the roads got cleaner and opened up a bit more, the full strength of the engine was all the more apparent. Your enthusiasm does need to be tempered a bit at times though. A little like an engine with fewer cylinders, much of the motor’s force comes at low and mid-range rpm. Revving it too hard is a waste of time and fuel really, as power gains start to drop off. It’s far better to short shift through the slick gearbox and keep things calmer. It’s especially adept at lazy overtakes and will be perfect for hauling a pillion and lots of luggage up Alpine passes for a couple of weeks.
Matching the more relaxed style of engine is a secure-feeling chassis that doesn’t get flustered. It may not sound too light at 257kilos fully fuelled, but overall poise and balance is commendable enough, and with neutral steering the 1250 handles nicely enough. During the speedier sections of the test route changes to the suspension were evident. Suzuki has claimed a firmer front end with increased spring and damping rates – it says to cope with the weight of the full fairing and extra radiator fan. But from the improved feel and control of the both forks and rear shock, I’d say some alterations must have been made at the rear end too. There isn’t a massive difference between the GSX and Bandit in this respect, but a noticeable extra tautness in the way the wheels cope with road imperfections is both perceptible and welcome.
With ABS as a standard fitment there’s an extra feeling of security from the brakes. And as a testament to the way the arrangement has been set up, the only time in the whole test I triggered the ABS is when I did so deliberately. When that did occur, the rapid reaction and reapplication of pressure gave the system a more advanced feel than you’d expect from a bike of this price.
We only completed around 150miles on the test, but the hours spent on board did give a fair idea of the roomy FA’s comfort level. The fairing, similar in style to the one fitted to the GSX650F, is a little broader and as a result offers a little more protection. The screen also gave me pretty good shelter, though anyone taller than me (i.e. most of them, as I’m only 5’6”) may need to consider the aftermarket screen fitted with a variable angle extension. I experienced no unpleasant effects from the adjustable seat during the ride.
Sampling the GSX from the pillion quarters might be a different matter though. There is some decent wind protection for the passenger and the grab rail aids security, but the space between the rider and his guest is a bit cramped. And with quite high-sited footrests, those with longer legs might be thankful of the stops needed between 120-160 miles to refuel the 19 litre tank. You need to have faith in the fuel gauge when running up to those visits to the pumps though, as the low level warning icon begins flashing quite prematurely when there’s over a gallon of fuel remaining. I guess you’d get used to the issue and become able to predict the bike’s needs with more experience.
While it’s not the most eye-catching of machines, the Suzuki is still attractive enough. The GSX-R style upper fairing modernises its bodywork, as do the new clocks with their digital gear indicator and adjustable rev warning light. And though the dark blue, silver and black colour options are debatably dour, there is a decal kit available to bring out a bit of extra life. The kit is one of many accessories (see list below) that can enhance the FA still more and give it even greater capability. But whatever trim you choose to buy the GSX in, it will always offer superb value.
At £7120 on the road, given just what the Suzuki can do – a bit of everything - it represents a real budget alternative in the sports touring class. Adding the full luggage kit will add £645, but with that fitted you’re armed with a machine can rival many much more expensive bikes such as Kawasaki’s 1400GTR, Yamaha’s FJR 1300 and BMW’S K1300GT. You might argue the GSX1250FA isn’t as well equipped, and can’t perform as strongly as those bikes. But the question is, it is £5-7000 less of a bike? That’s a sum of money well worth thinking about, and would make for a hell of a touring holiday (or two), or a massive amount of day to day biking miles.
ACCESSORIES (all prices include VAT)
Rear hugger - £212.00
Vario screen - £106.70
Top box - £83.20
Top box, colour matched - £143.84
Top box rack - £173.91
Panniers - £242.87
Pannier fitting kit - £145.56
Magnetic tank bag, small - £79.50
Magnetic tank bag, large - £127.20
Tank pad - £19.08
Decal kit - £69.21
SPECIFICATIONS
SUZUKI GSX1250FA
ENGINE
| Type: |
1255cc, liquid-cooled, 16-valve, dohc, in line four |
Maximum power:
|
98bhp @ 7500rpm |
Maximum torque:
|
79.6lb/ft @ 3700rpm |
| Transmission: |
6-speed |
Final drive
|
chain |
CHASSIS/COMPONENTS
Frame:
|
steel-tubed double cradle |
| Suspension: |
Front: 43mm telescopic forks, adjustable preload
Rear: rising-rate monoshock, adjustable preload and rebound damping
|
| Brakes: |
Front: twin 310mm discs with four-piston ABS calipers
Rear: single 235mm disc with twin-piston ABS caliper
|
| Wheels/Tyres: |
Front: 120/70-17
Rear: 180/55-17 |
DIMENSIONS/CAPACITY
Seat height:
|
805/825mm |
| Wheelbase: |
1485mm |
| Wet weight: |
257kg |
| Fuel capacity: |
19 litres |
| Price: |
£7120 |
| Contact: |
0845 850 8800, www.suzuki-gb.co.uk |
| Performance: |
4 |
Handling:
|
4
|
Practicality:
|
4
|
Value for money:
|
5 |
| OVERALL: |
5
|
BACK