Suzuki GSX1250FA - Motorbikes Reviews, News & Advice

Suzuki hasn't been exactly overflowing with big-bore sportstouring options over the last few years, with the Bandit 1250S and B-King 1300 about the extent of it. You could even call it a vacuum.

The B-King's inflated proportions probably don't hold mass appeal, and the Bandit 1250S only has a bikini fairing. And sure, there's still the hairy-chested Hayabusa, but we're probably sitting less in the sportstouring market here and more in heart-pounding territory. By that very tight definition, the potential customer base isn't going to be all-encompassing.

But now, Suzuki has addressed the imbalance with its GSX1250FA (A for ABS) all-rounder, designed to offer a level of simplicity, functionality, comfort, performance and value that it hopes will make it a winner.

PRICE AND EQUIPMENT
The retail price on the GSX1250FA is an attractive $13,990, and you'd have to think that a major part of that aggressive setting is because mechanically it's really just armed with the tried-and-true Bandit engine. And why not with such landslide-inducing torque?

This is appearing like the days of yore with Suzuki's smooth-talking 1000 V-twin, which began active service in its TL-R and TL-S superbikes in the 1990s before being mobilised in bikes such as the SV1000 sportstourer and - still to this day - DL1000 V-Strom trailie.

The 1255cc in-line four-cylinder engine is still as effortlessly grunty as it is in the Bandit, with a seamless delivery of power from very low in the rev range. The top end is by no means a furnace, but that shouldn't produce any real unease when maximum torque arrives at around 4000rpm.

I say around 4000rpm, because Suzuki doesn't quote power and torque figures for the GSF1250FA, but from recent Bandit experience the benchmarks are around 98hp at 7500rpm and 108Nm at a delicious 3750rpm. The compression ratio is 10.5:1.

There's a six-speed gearbox, starting with a low first gear (with such a torquey engine it could be taller and no-one would complain) and culminating at a ratio approaching overdrive territory. It has sensible written all over it.

Even with the Bandit engine, at $14K the GSX1250FA is still built to a price, so it's not dripping with a smorgasbord of fancy standard equipment.

But what it doesn't squib on is commonsense and putting style ahead of substance, and examples of that include a centrestand and a height-adjustable seat which is variable between 805-825mm.

The mirrors work well, although the long and skinny storks holding them up aren't exactly a picture of beauty.

The instrumentation is a mix of analogue (tacho) and digital (speedo, fuel gauge, two trip meters, reserve trip meter and time). It all works a treat, although Suzuki has to look at a serious redesign of its reset and toggle buttons. Most of the time, unless you push them flush, which is sometimes a tall order with thick winter gloves, they don't work.

I do like the dash trim, though.

The GSX1250FA has good-looking vertically stacked headlights sitting below the screen, and black is the colour of choice for the forks, engine and swingarm. Colours are slightly yawn-inducing blue or grey.

The fuel tank is 19lt, which delivers over 300km of action at a consumption rate of about 5.5lt/100km. The reserve warnings kick in with about 5.5lt remaining - or with about 100km until you have to get off and push.

The steel tubular frame is powder coated, and the curb mass of the GSX1250FA is 257kg which, to put it into a sportstouring context, is about 10kg less than the Honda VFR1200F.

In fact, the GSX1250FA shares similar geometry to the VFR, which is universally accepted as championing the sports side of sportstouring.

The GSX's wheelbase is 1485mm (VFR 1545mm) and on it goes: rake 25.2 degrees (25.5), trail 101mm (104mm) and ground clearance 135mm (125mm).

The full fairing looks smart, and the metallic paint finishes it off nicely.

ON THE ROAD
Just like the Bandit, the GSX1250FA is all about vice-free and relaxed riding with that rich torque, the trademark slick Suzuki gearbox, light controls and comfortable ergonomics. It's like coming home, but to a slightly different soundtrack than the Bandit.

It's the type of clean living which should hold lots of appeal, as the GSX1250FA is one of the best all-rounders out there, and you'd be hard pressed to find a bike that delivers across multiple platforms at such a shrewd price.

To put it into context, the GSX1250FA doesn't cost that much more than a middleweight sportstourer such as the Yamaha XJ6-S, and a high-quality big-bore sportstourer would well and truly be second-hand to meet the $14K cap.

Of course there are limitations with the GSX1250FA, such as the soft and budget suspension, that won't allow the sporting envelope to be pushed all the time. However, on the flipside, a relaxed and stress free Sunday fang certainly isn't a function of multi-adjustable this and that. It fact, for many it's of only marginal importance.

Like most big sportstourers, the GSX1250FA hides its weight well, whether that's hustling along the open road or doing the commuter thing. That's all helped by a nice harmony between the raised bars and low seat, so the rider's definitely in command of the situation.

The pliable suspension ensures the ride is smooth, and even some heavily corrugated roads near my house didn't upset the bike too much. Changes of direction present no problems, and on wet roads soft-ish suspension can actually be more confidence inspiring than stiffer setups.

Push really hard though and there's a bit of in-fighting between the front and rear ends when the outer limit of the damping is reached. That's when it probably loses out to its more expensive opposition, but that's probably to be expected.

Both the rider and pillion seats are good, with the latter probably even winning the competition for the wider perch.

Even though it hasn't been tuned for a massive top end hit, there's still quite a ride to redline on the GSX1250FA, which occurs at about 10,000rpm. Of course, we're talking body slam type of stuff here, but if you want to make it less hooligan-like simply short shift around 4000-5000rpm and enjoy the ride. The GSX1250FA doesn't have too many contemporaries when it comes to that.

The non-radial brakes have plenty of conviction, and it takes a while for the ABS to hook up. Just the way I like it.

The GSX1250FA is a great blend of muscle and functionality. There's definitely still a bit of that intoxicating Bandit school-boy DNA lurking within, but in a more tranquil exterior. That'll do just fine for me.

Click on the following link for a full list of the GSX1250FA accessories.

SPECS: SUZUKI GSF1250FA

ENGINE
Type: Liquid-cooled, 16-valve, DOHC in-line four-cylinder
Capacity: 1255cc
Bore x stroke: 79mm x 64mm
Compression ratio: 10.5:1
Fuel system: Electronic fuel injection
Emissions: Euro 3

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Steel tubular
Front suspension: 43mm forks with preload adjustment, 130mm travel
Rear suspension: Monoshock with preload adjustment, 136mm travel
Front brakes: Twin 310mm discs with four-piston calipers
Rear brakes: 240mm disc with single-piston caliper
Wheels: Cast aluminium, front 3.50 x 17 multi-spoke, rear 5.50 x 17 multi-spoke
Tyres: Bridgestone Battlax BT021 -- front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 25 degrees
Trail: 104mm
Claimed wet weight: 257kg
Seat height: 805mm
Wheelbase: 1485mm
Ground clearance: 135mm
Fuel capacity: 19lt
Fuel consumption (as tested): 5.6lt/100km

PERFORMANCE
Claimed maximum power: Not given
Claimed maximum torque: Not given

OTHER STUFF
Price: $13,990
Colours: Blue or grey
Bike supplied by: Suzuki Australia (www.suzukimotorcycles.com.au)
Warranty: 24 months, unlimited kilometres