Project Suzuki GSX1250FA Sport Rider

7 Май 2015 | Author: | Комментарии к записи Project Suzuki GSX1250FA Sport Rider отключены


“This email is not being sent from a …,” began Bradley’s on riding our project Suzuki for the first time. “Man, thing is strong.” Backing up a few we had found the GSX to be somewhat anemic in our test with the Kawasaki 1000 and Yamaha FZ1 (“Battle of the Aug. ‘11). Plenty for commuting, the heavy Suzuki ran out of steam at the top end, to the tune of than 25 horsepower compared the Ninja and FZ1. Kento and were using the GSX for the daily grind and not much else, and should have been the end of the a reader commented that Walker from Holeshot had a combination of parts that than made up that difference with little

Intrigued, we contacted the company, up a “Stage 2” kit and set to work. Walker is a Top Fuel drag racer and no to the magazine, having been in several projects over the His Holeshot company offers parts for various models, but the (the GSX’s former seems to be an ongoing pet project.

to the kit is Holeshot’s stainless steel exhaust system, which of a beautifully polished and tig-welded matched to the company’s stainless mid-pipe and muffler. The header for $675, while we opted for the satin-black Comp 2 slip-on The slip-on is also available in a length, a “super-stealth street and with a polished outer

The system mounted up easily in a couple of hours, and shed 20 from the Suzuki. The lower needed to be trimmed at the leading to clear the header pipe, but is plenty of room to keep the centerstand if you choose.

On the opposite of the engine, we removed the secondary from the GSX’s SDTV bodies, which required an work. Throttle bodies on the it’s a simple matter to the two screws holding each to the rod running through; we used a dryer to loosen the thread compound on the screws, easing considerably. A KN; air filter ($49) was into the Suzuki’s airbox, and the lid per Walker’s instructions.

This of cutting out the entire lid save for the screws and flange to actually the filter in place. A Dobeck TFI tuning box ($257) was installed and again according to Walker’s The TFI box, which uses to adjust fueling in low-, and high-rpm ranges, works with the GSX and these modifications.

According to Walker, there is no for anything more elaborate (or Finally, we disabled the Suzuki’s O2 sensor with a bypass ($15). All these parts — the air TFI box and bypass module — are available Holeshot Performance.

As you can see from the chart, our GSX has been completely Torque is up by 13 ft-lb, while has increased by a whopping 27 horsepower — an gain, all for about $1400 and a work. We stopped Bradley enough to get more details out of “Tons of top-end power, and it has that extremely smooth I loved about the bike in trim.

The bike has a bunch of down low too, although the is just OK. Accelerate hard off the grab a gear and it even to screech the (OE) tires! difference is past about rpm.

It just pulls hard all the way up to the rev limiter, with no indication that it wants to down. You can hardly feel the dip in that the dyno figures either. It’s still on the freeway, with very vibration.

The one thing I noticed, though, is the on/off throttle transition is a abrupt (which if I remember was a problem we experienced with the in stock trim). Other that I am damn impressed. of power that is delivered in an smooth, crisp manner; I few complaints.”

Kent concurred, and the lull that gives the chart an odd shape has us mystified. reports he has conducted hours of and investigated other forms of EFI in an effort to smooth out the curve, to no Note that the stock curves also show a bump right at the top-end, and surmise that it’s an characteristic.

Even with oddity, the bike is heaps of fun to and the powerband is plenty smooth for the of riding the bike is used

As you’d expect, the poor chassis — underdamped and softly sprung to with — was woefully inadequate for any riding with its newfound Walker was not surprised when we to point this out, and was with suspension upgrades to his specifications.

Cogent Dynamics, a shop in North Carolina produces aftermarket shocks for a selection of bikes, manufactures a built to Holeshot specifications for the series. While the Cogent lacks the bells and whistles of a unit, it does offer preload and rebound damping, is rebuildable, and has a lifetime warranty. The shock is available only Holeshot Performance, with a retail price of $645.

Suzuki GSX 1250FA

We found that in the transition GSF/Bandit to GSX, Suzuki has changed the rear suspension a shock intended for the earlier will not fit the GSX. Take when ordering suspension for either model.

Walker the Suzuki’s conventional cartridge be equipped with Race Gold Valves and a set of Cogent ($130, again available through Holeshot), so we shipped the tubes and a set of springs off to Race Since we were the company’s customer with GSX forks and the part numbers for the internals are new for the Race Tech — thorough as always — started scratch rather than everything was identical to the Bandit/GSF ensuring that the components and are suitable.

The full treatment Tech treatment of compression and Gold Valves, new seals and along with installation $525. With the forks in hand, we reassembled the front end and a Holeshot fork brace to things up. The $150 fork is a five-piece design, CNC-machined 6061-T6 aluminum and black-anodized — a nice piece.

To put the GSX’s extra power to the we replaced its OEM-spec Bridgestone with a set of Michelin Pilot 3 tires, the company’s latest tire introduced in mid-2011. for a set of the Pilot Road 3s for the GSX — a front and 180/55 rear is $493. With the tires but before we performed the suspension Bradley noted that the Roads drastically improved the steering, making response in addition to more linear.

The new X-Sipe Technology — thin grooves across the tread — is said to wet-weather grip as well as two things we will hopefully get a to thoroughly test in the coming

With the suspension installed and the complete, Bradley reported the GSX is more balanced, with the and tire upgrades better the increased power output. The longer Cogent shock the rear ride height 10mm, making the steering still but not sacrificing stability — in the bike is much more than stock now.

And though we didn’t upgrade the at all, the Suzuki is more under braking and stops Most likely the combination of the front tire and stiffer suspension helps here. noted that the front end feels more rigid the addition of the fork brace, but the fork still skips some bumps and the bike is a bit on corner entry.

Of course, we’re still with a 550-pound bike; though handling is quite from stock we would not literbike prowess.

For well $3000 we released our GSX’s and transformed it from an underperformer a definite overachiever. The bike is way fun to ride and more representative of you’d expect — and want — from 1250cc super-standard. Bradley it up best: “If you have one of these and you don’t have these you are not doing the bike justice.” SR

Suzuki GSX 1250FA
Suzuki GSX 1250FA
Suzuki GSX 1250FA
Suzuki GSX 1250FA


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