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Review Suzuki GSX 1200 Inazuma

Two point nine

Testing Helmut Faidt has never been faster: from zero to 100 km / h in less than three seconds. The new GSX 1200 lives up to its nickname Inazuma: It actually accelerates like lightning. And that’s not all…

Helmut Faidt, known as Heli, has been testing motorcycles for almost ten years. Whether it’s the 164 hp Double X from Honda or the mercilessly tuned streetfighter, hobby racing driver Faidt has driven them all. puts the test machines from MOTORRAD on the dynamometer and determines their performance on the long straight through the forest in Hockenheim. Now Suzuki’s GSX 1200 is ready there, nickname Inazuma, in German Blitz, quickly procured from Japan by the free importer Konemann in Schneverdingen (phone 05193/50082). Actually nothing special. A normal working day. But it turned out differently.
Because the values ​​that the seemingly inconspicuous Suzuki effortlessly conjured up on the display of the Tellert measuring device amazed even a hardened tester like Helmut Faidt: 2.88 seconds from zero to one hundred, that means personal best, the culmination of a long career. Never been there, such a value. Not even with the Kawasaki ZZR 1100. Not relevant in normal everyday motorcycle life, but a sure indication of how well the Inazuma engine was set up.
The air / oil-cooled 1200 four-cylinder is a good old friend. Originally conceived for the GSX-R 1100 super sports car, it made a comeback in the 1200 Bandit, an extremely successful motorcycle since the end of 1995. And now, again with minor changes, Suzuki conjures up a seemingly hand-tame drive source out of the bandit’s big block, which used to be brutally going to work. The technicians equipped it with smaller carburettors for better pulling power from low speeds. Instead of the 36er Mikunis, the four-cylinder in the Japanese version now supplies 32er Kehin carburettors. With consequences: The engine depends very well on the gas, the performance starts just above idle speed gently and very unspectacularly? but still with unbelievable emphasis. While stronger motorcycles, such as a Yamaha R1, want to permanently lift their front wheel when measuring from around 5000 rpm, the Inazuma stays nicely on the ground. How much horsepower it is now that is driving them forward, unfortunately, could not be determined. Since it is a Japanese model, a special ignition box limits the top speed to 180 km / h. And, as is so often the case with such gray imports, this speed cutter unfortunately prevents a meaningful performance measurement on the test bench. Ergo there is unfortunately no performance diagram.
But for the promised 100 HP the engine should be good every day, which is not only proven by the very good acceleration values. Tea pulling power of the Inazuma is also impressive, even topping those of the big bandit: it only takes 10.6 seconds to accelerate from 60 to 160 km / h. That speaks for itself ?? and the gradation of the easily shiftable transmission.
Just like the astonishingly low consumption values: a good six liters on average when driving quickly on country roads, the Inazuma’s preferred playground, is absolutely fine. It is just the thing for even the narrowest and winding streets. If you are surprised, given these general conditions: The dimensions of the GSX 1200 are almost identical to those of the smaller GSX 750 W. The technicians also made a lot of other things in their parts shelf: It looks very similar to the 750. The result was a big bike that opened up dimensions in terms of handiness that were previously reserved for the Kawasaki ZRX 1100. The petite Inazuma, weighing 231 kilograms, can be turned easily and neutrally and stays on course even on poor road surfaces without any problems? also thanks to the narrow 170 rear tire. Your Brembo double-piston brake system is easy to dose and stable. The same applies to the "Japanese" tuning of the non-adjustable telescopic fork. It responds fine, but should be a little tighter. There is nothing to complain about, however, about the two rear suspension struts. The relatively low seat height of only 80 centimeters and the cranked handlebars are not just a delight for the little ones. The footrests, however, should be a little further forward and ?? especially ?? be mounted higher. In the case of brisk cornering, the notches touch down a little too early, and shortly afterwards the side stand follows in left-hand bends. A main stand is unfortunately only available as an optional accessory. Also available for an extra charge: engine protection bar and a small windshield.
S.So much for the facts. One question remains, which is not entirely unimportant: Will this outstandingly successful naked bike soon also come to Germany via the official importer?

My conclusion, or: The ghosts that Suzuki called … – Suzuki GSX 1200 Inazuma

Suzuki succeeds in placing the Inazuma next to the successful Bandit 1200 in Germany?

Suzuki has conjured up a really great motorcycle out of its hat: great engine, good chassis, stable brakes and amazing handling. But out of sheer enthusiasm it was apparently forgotten that a similar model called the GSF 1200 Bandit has been causing a sensation for three years. The sales manager of Suzuki Germany, Bert Poensgen, is really not to be envied. For some time now, the Heppenheim-based company has been driving very well with the motto "A lot of motorcycles for the money", and the success of the Bandit series is impressive evidence of this. In this year alone, 2282 (as of the end of May 1998) large bandits were approved. And the new GSX 750 W is also well in the running with 1,020 new registrations. But things could get tight with the new GSX 1200 Inazuma in the area of the company’s own naked bikes, but is that why you don’t officially import this motorcycle to Germany? Then the potential customers have to go to the independent importer Dieter Konemann, who can already deliver the GSX 1200 ?? and does not believe that Suzuki Germany will include the Inazuma in its program. What you see very differently in Heppenheim. It is very likely that Inanzuma will be at INTERMOT in September. Namely at the stand of Suzuki Germany. "We’re working on the topic and we’re really trying to do the right thing," says Bert Poensgen confidently. Matthias schroter

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