Suzuki GSX1250FA test Ash On Bikes

2 Май 2015 | Author: | Комментарии к записи Suzuki GSX1250FA test Ash On Bikes отключены
Suzuki GSX 1250FA

Suzuki GSX1250FA test

Critchell (click for link)

tried to avoid mentioning the `Bandit` when the GSX650F was They tried again the new GSX1250FA, but it hasn`t worked, has it?

I think they`re being the Bandit — 650 or 1250 is a well respected bike, and if the FA to little more than a 1250 with a fairing, so that`s a design philosophy meant you can pick up a new one for around With so much fuss the high fashion, high sports tourers defined by the and Multistrada, that`s a hell of a over the £12,000 you need to up just a base model of one of

There really is very difference between this and the 1250SA. The fairing and its GSX-R-style are the obvious additions, and you also get new far better than the cobbled Bandit ones, where the mechanical speedo housing contains a rectangular LCD readout.

The FA includes a gear position and gear shift light, the forks feature heavier and firmer rebound damping to for the fairing`s extra weight, and to with the cooling (the keeps the engine warmer) an additional radiator fan that in if the first doesn`t do its job. The and cap is new too, but that’s the level at.

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Standard equipment meanwhile a centrestand, ABS and a height-adjustable seat, the options list including topbox and tankbag, as well as a bits and bobs like hugger, additional screen and larger screen, and even a kit, which seems to be kind of admission that the blue, silver or black are rather dull. Which are.

As you`d expect of a modified Bandit, it all works well. The bike is touted as a tourer, so it needs to be sporty and to which might sound but those points do seem to designers sometimes. As a sports the FA is hardly a GSX-R, weighing in at (567lb) with a full of fuel.

Not VFR heavy then but in the ballpark as the K1300S, which 70 per cent more power the GSX`s modest 97bhp. In light it looks hefty, but at the torque: 81lb.ft (11.2kgm, at a subterranean 3,700rpm. That`s torque at a third of the revs, or relevantly, more grunt BMW or VFR at that level.

This is compensation for the mass and even well when you`re sporty, as long as you`re not for a big horsepower hit. The motor its best at big throttle and rev settings but get close to the ultimate thrust of its rivals. The question you need to ask is, how does that matter?

Some riders will it of course, but others very tap deep into their power reserves, spending of the time instead at lower and out of the engine`s sweet spot. In cases, the GSX will feel not slower, as it surges forward in high gears on twisty and makes light of lazy It doesn`t make much but what it does produce is where most riders want and use it.

That can be useful for stuff but it really matters touring. In this case the GSX faster than the far more Kawasaki 1400GTR, which is breathless at low revs. Two up and loaded the isn`t strained at everyday and speeds, and instead feels and relaxed.

The fuelling is also with a lovely liquid and very little vibration, the sensation of effortlessness.

Instead the which is far too common on modern comes into play: range. There`s a twist though, which works in the favour, and that`s aside the price difference with the which has sparked such about its own meagre range.

I`m my figures on the Bandit 1250GT, is very similar to the FA and which been running for the last months (albeit snowy ). In typical fairly rapid the `E` symbol on the fuel gauge flashing at just 115 miles, would normally be wholly But Suzuki, in its (lack of) wisdom, has a two stage low fuel warning. The E when there`s 5.5 litres then the final LCD block flashes when there`s 1 left.

In practice, at the 42mpg (14.9km/l, 35mpg US) I tend to get, 50 miles (80km) to go, a VFR-matching 165 to dry. But bear in mind the GT does this with fat panniers and top box dragging it down (I at an indicated 90-92mph (145kph) on — without those up to 45mpg and a 190 mile range, on a level playing field the cheap-as-chips Suzuki superior. of course would be a 200 mile with panniers and box, but it`s hardly great, seems to be less ground for

What`s bothersome is that low fuel warning system. For me at and others I`ve asked are the once something on the dash winking at you about your level, the urge to refill at the opportunity is too great to ignore, so the range is not really utilised. If you until the very low warning, you only have 10 miles left, which just enough.

It`s best to the dash altogether and judge by the instead, but however you do it, it`s not

Comfort isn`t quite to VFR either, though it`s not so far off. I`ve ridden a of 500 mile (800km) days on the and while I`ve noticed the it`s been bearable and not You can adjust its height too, the fairing`s wind protection especially impressive. There`s no to speak of, which is the main and the optional screen-top blade takes quite a bit more out of the

Suzuki GSX 1250FA

You can also go for a larger screen so there`s compensation for a still-reasonable

The fairing itself is wider the GSX650F`s, but sadly the mirrors are set too narrow and at least 50 per cent is up by arm and wet weather jacket. The pillion is well shielded by the rider than being perched up too and they feel secure which is important as the bike does grunt away at low speeds. But the footrests are rather (as you can see in the pics) so longer legged will feel cramped a while.

What does is the suspension. There`s nothing special in terms of specification but the quality is exceptionally good, probably compensating for the average with the plush ride it If you want to increase the rear there`s no Multistrada-type button of course, instead you must out the toolkit and struggle to find to lever round the preload

But at least it`s easy to the headlight height if you load up the which is better than the of motorcycles. You can`t quite do it the saddle, but no tools are needed, reach beneath the fairing and a big plastic wheel — why more manufacturers have like this?

The bike is competent then, pretty well ( just a of tuck-in on the BT-021 Bridgestones), direction with reasonable and punching a lot harder than its suggests. But does it excite? Not but it does still win you over its honesty and the way it what it`s got is all you

The styling is plain and rather but it`s not unattractive for that, the is good where it needs to be, and responsive even, and the price making you wonder why you`d pay more for another sports rather than making you like you`re £5,000 off.

It`s only you think in a different direction it`s not quite so clear The Bandit GT for example might crankier clocks and slightly front suspension, but it`s less yet comes with £650 of luggage as standard. GB says GT stocks are `running though it`d be easy to create more as it`s a Bandit with accessory added, and they`re still

In truth they just something of a marketing dilemma to get out of the There are some GTs still at too, so the real bargain is not so the FA, but the GT.

Then there`s that sports tourer, the Triumph ST. The engine has much more than the GSX`s, as well as 25 horsepower, although it lacks the huge torque. But even is still more than extra.

The FA does have than its rivals, but only in where you don`t really more, and if the GT is the biggest bargain, the FA is extraordinary value in these of rapidly rising prices. the finish quality appears better than it used to be on Suzukis — my GT has dealt the winter road salt there`s been lots) impressively.

As a sports tourer with the Bandit GTs gone my would go on the GSX1250FA. I`d pine a Multistrada now and then, but cure by looking at the £7,120 price And I`d not be fussed about any of the others.

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


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