Suzuki GSX 1250 FA

Built:2009-1620092010201120122013201420152016

The Suzuki GSX 1250 FA is a bandit with full trim, although Suzuki doesn't really like the nickname "Bandit" in this model. It was built in 2010 and fell victim to the Euro 4 standard at the end of 2016. It's a pity, our author thinks, because all-round sports tourers like the FA are becoming increasingly rare. 

Introduction

The story of the great bandit begins in 1996. At that time, Suzuki introduced the GSF 1200, an air/oil-cooled machine with a high-performance four-cylinder engine that, due to its reliability and very low price, was able to quickly gather a veritable fan base.

From 2007 the 1200 was replaced by the Bandit 1250. This water-cooled bandit was homologated to Euro 3 and initially continued the success of its predecessor. From 2010, Suzuki also offered the GSX 1250 FA. Apart from the full paneland a second fan, there were hardly any differences to the bare or semi-connected Bandit 1250, but the FA was no longer allowed to bear the nickname "Bandit". The model designation "GSX" should make it clear that this machine tends further towards sport than the normal bandits.

The initially very good sales figures continued to decline from 2012 onwards, so that At the end of 2016 Suzuki decided to stop converting the engine of the GSX 1250 for the upcoming Euro 4 standard. Since then, there is no real sports tourer in the Suzuki program and the GSF bandits have also been discontinued.

This is how she drives herself

The real star of the GSX 1250 FA is without question the engine. The row four-series does not break any records on paper with 98 hp, but the early high torque (108 Nm at 3,700 rpm) makes the GSX a small rocket. In 3.4 seconds, the machine accelerates from 0 to 100 km/h, and the GSX is particularly convincing when it comes to through-pass. Despite the power of the motor, GSX feels very gentle in its power development.

On the GSX 1250 you sit "on" rather than "in" the machine. This is especially noticeable when you change from another bike in which you are sitting in the machine. This is not to be seen as a criticism, one quickly gets used to the sitting position, and many drivers feel this relaxed sitting position of the FA as one of the great advantages, especially over the super-athletes with their uncomfortable "in-the-machine" positions on longer distances.

The chassis of the machine is tight, but not uncomfortable. This makes it possible to drive sportily, although the GSX is of course not as manoeuvrable as the "real" athletes of Suzuki. The Suzi needs a hard hand in sharp turns or very tight curves. This is probably due to the fat 180 rear wheel and of course to its weight of at least 257 kg fully fuelled. However, this makes the motorcycle on the road like a board and offers an excellent straight line. Especially on the motorway, the Suzi makes a very good figure.
 

On this GSX 1250, the huge standard exhaust was replaced by a lightweight Leo Vince Evo One.

In contrast to modern bikes, the GSX is classic when it comes to assistance systems, except abS there are no technical helpers. No ride-by-wire, no driving modes, no anti-slip, no traction control, nothing at all. Here the driver still has to drive himself. Suzuki has at least one on-board computer of the GSX 1250 FA, which is not operated from the handlebars. The simple equipment has a big advantage: within a few moments you have to see through the possibilities and settings and can concentrate completely on the motorcycle riding. Nothing distracts.

When it all, there is nothing to complain about when it is used for brakes, chassis and transmission. We therefore did not miss anything during the test and enjoyed the ease of use. Put on it, start, drive off. The logbook or the operating manual may remain under the bench - well so.
 

The GSX 1250 FA likes long-drawn curves - tight curves are not so...