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Suzuki GSX1250FA (2011) – Bob Pickett thinks Suzuki’s sports-tourer could be the ultimate bargain

With thanks to Johns of Romford for the loan of the bike

2011 Suzuki GSX1250FA The sports-tourer is, in many ways, the ideal machine. Not only can it provide backroad fun, but it can do the practical stuff better than anything else out there. The standard feature is a large capacity engine that will handle whatever you throw at it.

The drawback? If you want one brand new, then you’re looking at well over 10 grand at today’s (Aug 2011) prices. Expect to pay £12,350 for a VFR1200, £11,600 for a ZZR1400 or just shy of £15,000 for a Ducati Multistrada. So if I said “How about a brand new sports-tourer for just £7,599?”, you would probably be patting me on the head, sitting me down with a nice cup of tea and keeping me calm until the nice men in white coats came to take me away.

Say hello to the Suzuki GSX1250FA. For half the price of a Multistrada, you get 1,255cc of fully faired, sporty-touring thing. So how can Suzuki put out the bike at such a bargain-basement price? By thinking cleverly, that’s how. The base model for the GSX is the 1250 Bandit. The ‘new’ bike features none too many changes: full fairing, firmer front forks to cope with the extra weight. It shares the dash with little brother GSX650F and has ABS brakes. Otherwise, you’re talking about a bike where the R&D was done donkey’s years ago. So is this just the same old girl, albeit in a new (if somewhat staid) dress?

Talking GSX650F, Dave at John’s of Romford told me a lot of GSX650F owners are reaching the three year ownership stage and are now trading up. I am a 650 owner, so in many ways I am the target market (so forgive me for the occasional comparison between smaller and larger siblings). First surprise comes when I go to lift it off the sidestand. At standstill, the additional weight feels massive, despite being just 16kg more. Likewise it appears to stand taller (again, a mere 15mm more) and the new fairing appears more bulbous.

2011 Suzuki GSX1250FA Pulling onto the road, that big engine allows you to dial in the power gently, rolling from no revs (2nd gear, barely above tickover and it will dawdle along, nicely balanced at 4 mph… believe me, I tried it). But when you want to open up, the GSX’s 1.25 litres deliver their power way down low. Peak torque comes in at just 3,750 rpm, which is nice as I’m running in a brand new bike with Zero miles on the clock. And the spread and usability of the power on tap is a constant delight, dishing it out in a lazy but bountiful manner. But, very much unlike a lot of other large capacity engines, the GSX1250’s mill tells you it is upping the ante; the feel of the engine changes, providing the rider with feedback as it surges forwards.

The only shame is that this stops you making use of the precise gearbox – out in the backroads, I just left it in 2nd gear and got on with the business of riding (30 to 60mph).

Handling is predictable and neutral, and once turned in it holds a line beautifully with the softish suspension soaking up most of the lumps and bumps with no complaint. I wasn’t able to upset it at all (but I was being a little careful, as my test mule was handed to me with new, unscrubbed tyres).

On dual-carriageways and motorways, the word that sprang to mind was “effortless”. The Suzuki just fed in increasing levels of power and speed with not one hint of tailing off, seeing three digits on the speedo with two gears left to go. The only drawback as the pace increased was the surprising lack of wind protection, with a lot of air pummelling my chest. Tucking right down behind the (small) screen helped, but if there is a taller, aftermarket screen out there, I’d suggest fitting one.

2011 Suzuki GSX1250FA Comfort was reasonable – but then I’m used to the 650 and the riding position isn’t all that different. I had my first bum-shuffle at about 70 miles, but a spot of fidgeting and I was fine for the rest of my time in the saddle. With a potential tank range of 200 miles, you need a degree of comfort, but in all honesty you will be ready for a break before the tank runs out… so perhaps this is the reason for the paranoid reserve indicator. Like little brother 650, the GSX1250F’s reserve light starts to flash with maybe 50 miles left in the tank. On a day-to-day basis, I take the reserve light to mean “go and fill up tomorrow”; get used to semi-ignoring it and learn to depend on your trip switch instead.

On the subject of switches, the dashboard on the GSX1250F is essentially the same as the 650 (with additional ABS light). It gives good feedback without overloading the rider with data. Talking about the ABS brakes, they are a welcome improvement on the weakest link of the 1250’s little brother; they’re easily strong enough to haul up the Suzuki, possibly a little short on feel but a constant, gradually increasing squeeze keeps the bike in control as the pace falls away.

The Suzuki also comes with that most sensible of items (especially on a big machine): the centre-stand. This additional nod towards practicality did not cause me any issues with ground clearance as I continued to scrub in the tyres.

2011 Suzuki GSX1250FA I expected strong performance when cracking on, I wasn’t sure how well it would do at a gentler pace. So it was a pleasant surprise to find the Suzuki GSX1250FA performs at least competently and often very well indeed on all road types. It can do the daily grind, let you go off for long days out (secure in the knowledge you’ll be able to plan bum-breaks comfortably inside the tank range). At real-world speeds I couldn’t shake it; but it can throw in fun along with that stable, sensible side.

Still need it selling to you? Think about this; you could buy one of these, plus a new 650 V-Strom or a Gladius and STILL have change from the price of a Multistrada to kit yourself out from head to toe! Could this be the bargain of this, or any other century? I’d recommend a test ride and see for yourself.

Thanks again to Johns of Romford for the initial loan of the bike

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