Suzuki GSX 1250 FA motorcycle test

Menus

• The cheapest GT
• Discovery
• In the saddle
• Contact
• In the city
• Highway
• Departmental
• Braking
• Comfort
• Convenient
• Consumption
• Conclusion

The cheapest GT

When you have a flagship model like the Bandit 1250, torquey, robust and proven…. we dream of turning it into a road. Suzuki did it with the GSXF 1250 FA, as had been done in 650 displacement a year before.. And while prices are soaring everywhere, Hamamatsu’s firm remains reasonable with a particularly tight price tag of 9,499 euros. So we take the base and sharpen the look. Only ?

Discovery

Nothing allows far to make the connection between a Bandit and a 1250 FA. The parentage is closer to the Hayabusa and especially the GSXR 1000 with an oblong nose and full fairing.

As we get closer, we still find the saddle – adjustable in height – with two identical stages and the rear. Inside, we find the same engine. Looking more closely, we note the central stand, a specific cooling system to compensate for the fairing…. but also ABS.

In the saddle

For those who are used to the Bandit, we quickly find our marks. The height is the same and the feet are almost on the ground for the 1.70m pilot. The handlebar-feet-saddle triangle gives the same position, quite straight, with the arms semi-bent. The mirrors, well wedged on the fairing, come out almost wide but still show part of the elbows.

Under the eyes, we find a counter on a black background, closer to the GSXF 650 than to the Bandit 1250 S. Everything is there: large analog tachometer, gear indicator engaged and digital counter with: speed, partial double trip, five-stick fuel gauge, clock…. and even a shiftlight !

Contact

The 4-cylinder snorts with a soft, rather pleasant growl. Neither acute, nor serious, nor electric, the sound is rewarding even if it remains discreet. First, and the GSX takes off on a trickle of gas.

In the city

First…. second…. and the motorcycle finds its ideal speed, very smoothly. It takes a bit of carelessness to get past the third. And if we pass third gear, we do not even realize it, so the bike is able to wind in any report without batting an eyelid. In fact, you have to look at the gear engaged indicator to know what gear you are in. This is so true that it is able to roll up without fussing in last gear at 35 km / h, almost in idle … at 1,200 rpm. A big boost and it starts again, slowly, without even knocking.

In second, the bike is driven smoothly with a fine dosage of the accelerator. But a little force in the right grip and the tachometer quickly panics to climb up to the maximum speed allowed on the motorway…. with the shiftlight on at 8,500 rpm ….

Contrary to the impression left by the exterior jig, the GSX FA is really easy to drive and goes between cars just as easily. In fact, it’s hardly harder than with a Bandit 650. It must be said that the weight difference between the two is only twelve kilograms. So, as much the 650 is a little heavy to take for the displacement, as the 1250 is comparatively easy..

Unlike many road models, type GT, often a bit heavy and tiring in town, especially in traffic jams, the GSX is doing very well..

The heat dissipation is rather efficient, and even in traffic jams, we do not boil…. in cold weather. On the other hand, as soon as the thermometer exceeds 30 ° degrees, we begin to feel the heat rising from the front through the vents in the fairing..

Highway

The GSX 1250 FA sets off with vigor on the highway, blithely exceeding 130 km / h to reach with ease and without realizing it 145 km / h at just 5,000 rpm …. It must be said that the odometer is a little optimistic and that we still respect the real 130 km / h with 15 km / h better.

It is then enough to turn the handle so that the engine climbs briskly in the turns for energetic, efficient, fast overtaking…. can just as quickly make the license disappear.

By wedging behind the bubble, the tachometer rises briskly and takes more than 20 km / h every 1,000 rpm. The protection is effective and evenly deflects the pressure from the wind. This is not worth the efficiency of a high or real GT bubble, but neither does it generate a stir in the helmet while some even higher, poorly studied bubbles generate unpleasant swirls and vibrations. Here, on the contrary, everything is fine.

At this rate, overtaking is done safely, including in the last gear, especially since at 130 km / h for real, we are at the start of the torque boost. A good boost and the GSX is going like a bomb.

On large, fast curves, it holds the trajectory very well with a frame that does not flinch and we even imagine taking it on a large, fast circuit to push it to its maximum.

Only the comfort of the saddle limits the inclination to ride far and makes you appreciate the first stop at 200 kilometers.

Departmental

The GSX returns with just as much naturalness on departmental. She can then wind up in the last gear, both on the road and through the village, while being below the speed limits, and agrees to set off again in any revs. The engine is always smooth. But it doesn’t disdain high revs, and a little peace and space, it goes down two or even three gears, and the engine goes up in the revs to howl and almost take itself for sport. The pace then becomes much faster to chain turns. It has a little tendency to take a little wide and to resist slightly during rapid angle changes…. can also be put on the profile of the tire and in particular its wear.

Braking

The braking of the beast is pleasant…. offering power and feeling, without exaggeration. So you don’t have to be an experienced driver to get the most out of it. The rear brake is more than a decent retarder and more than adequate in town. The front brake offers undeniable efficiency but without violence. And even loaded, you can really perform effective braking, without the bike diving.

Comfort

The seat is good, both for the pilot and for the passenger. The passenger’s legs are not too bent and the rear grab bar is well placed. The small difference in seat height instead positions the passenger behind the rider, with the advantage of protecting them well and the disadvantage of not allowing them to see over the rider’s helmet. On the other hand, the comfort of the saddle is a little tight for long journeys and the break at 200 kilometers is welcome, as well for the rider as for the passenger..

Convenient

There is little room under the saddle, at most to wedge a disc unit. On the other hand, side bags can be placed without problem despite the slightly raised pot which leaves room..

The Grand Touring version includes hard side saddlebags and a top case for more than 100 liters of capacity, to choose from upon purchase.

We just regret the lack of storage in the fairing, especially since there would be room. And to continue in the field of wishful thinking, a 12Volts outlet inside the same storage.

Consumption

Average consumption is around 6 liters per hundred. Capable of going down to 5.7 liters, it can also go up to nearly 7 liters in sporty driving…. what can be done.

The bargraph on the gauge loses one stick every 50 kilometers at the start. But the last stick flashes from 220 kilometers. We can then put 14 liters and 5 liters remain in the tank. The overall autonomy therefore flirts with 300 kilometers depending on the driving style.

Conclusion

The Bandit was well born, the GSX 1250 FA is just as successful, at ease everywhere, from the city to the highway through the small roads. With this model, Suzuki has thus been able to capitalize on a solid model to offer a road that is aesthetically rewarding, safe in terms of behavior and reliable in terms of mechanics…. all for a great price, below the symbolic bar of 10,000 euros, including in its Grand Touring Edition version including an adjustable high screen, side bags (35 liters x2) and a 33-liter top case. It does not compete in comfort with some GTs but can take you just as far, with pleasure and reliability. The purchasing budget will then leave you with enough money to allow you to get on the high road down to luxury hotels…

Strong points

• price
• motor character
• handling
• good at everything

Weak points

• comfort

Consumption during the test: mini: 6l / 100km

Competitors: Honda CB 1300 S, Suzuki Bandit 1250

Comparative technical sheet

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