Story and photos by Adrian Blake

It’s hard to argue with success. Take Suzuki’s Bandit, for instance. The venerable street standard has always appealed to a wide range of riders. When the Bandit SEA touring model was introduced, it, too, was enthusiastically welcomed.

So when Suzuki decided that it needed a sport-tourer to compete with the likes of Yamaha’s FJR, Kawasaki’s Concours and BMW’s K1300GT, the obvious route was to go with the tried and true.

As a result, the company introduced the 2010 GSX1250FA at the prestigious Bol d’Or 24-hour endurance race in France. A member of Suzuki’s sporting Gixxer family, it’s a mix of new technology and traditional Bandit design.

Ultimately, the big difference between the Bandit and the GSX1250FA/GSX1250SEA is a full fairing (but just don’t call it a Bandit, say the folks at Suzuki). And while the new GSX1250FA is available in North America, the tour-ready GSX1250SEA was released this year only in Canada. Hard bags and top box are available as options in the United States.

Now, Suzuki’s new 1250SEA tourer may not be pretty enough for some, and its exhaust note may sound a bit pedestrian, but I can attest that its personality does make it a pleasing touring companion. That was quite evident on the roads around Southern Ontario, where the Niagara Escarpment provides a fun-inducing topography.

Speaking of looks, the 1250SEA is built on a tubular steel, double-cradle chassis. Its sleek, full fairing houses vertically stacked multi-reflector halogen headlights and long-stalk mirrors. The rest of the bike, from fuel tank to tail, and single upswept exhaust can are well integrated.

The ergos are user friendly, even for taller riders like me. For me, one of the, uh, benchmarks of relaxed riding is how comfortable the saddle is. I’m happy to report that the 1250SEA passes with flying colours. There’s room to roam on the broad and long seat, too. It may not give all-day comfort, but it allowed me to stay sitting for much more than an hour at a time. (For those who want supreme support, Suzuki sells a gel saddle for the GSX1250 for $471.)

The stock seat can easily be adjusted from 805 mm (31.7″) to 825 mm (32.5″) with spacers fitted between the seat and frame rails. Its tapered front end should also help those of shorter stature to flat-foot it when stopped.

The pillion’s lot is always a bit dubious, but with the 1250 they mostly get a break. Passengers sit securely behind the rider rather than looking over them, and the not-too-close riding position affords some breathing space between you and them. On the other hand, if your passenger (like mine) is on the tall side, they may feel cramped by foot pegs that are situated high to clear the exhaust. Otherwise, the handlebars–seat–foot pegs triangle is well proportioned. The riding position is relatively upright, thanks to mildly rearset foot pegs, and it’s an easy reach to the wide and low-rise handlebars that are equipped with chrome end weights.

Fairing-mounted mirrors offer a stable view of the landscape behind you, although they reflected more of my riding jacket than I’d prefer. Standard on the 1250SEA is a manually adjustable touring windscreen. While the deflector looks a little flimsy and is slightly awkward to adjust, it does help provide ample wind protection for tall riders.

Adorning the cockpit is a tidy instrument cluster that’s dominated by a big analog tachometer. A window in the tach face displays the gear position, always a handy feature. An engine RPM indicator light tells you when to shift at a preset RPM.

On a screen to the right of the tachometer, you’ll find an LCD digital speedometer. You can also toggle through five functions on the screen, in order: odometer, two trip meters, reserve trip meter and clock.

Below the odometer, a bar-graph fuel gauge keeps you informed about when you’ll need to top up again. When the fuel tank is full (19 litres that should take you 300 plus km), all five segments on the gauge are displayed. When the fuel level drops to 5.5 litres, and then to reserve at 1.5 litres, those segments will blink to get your attention.

The GSX1250SEA comes with colour-matching hard-sided bags and top case. Suzuki Canada says it made the decision to offer the tour-ready model (with luggage and touring windscreen) because most of those who had already bought a GSX1250 also bought touring accessories post-purchase.

The move gives future buyers what they want upfront, plus a price break, according to the company. Buying the touring accessories and mounts separately would otherwise set you back more than $1400.

The top case can hold 37 litres – it can accommodate only one full-face helmet, however – and the combined side-case capacity is 66 litres. All three lockable pieces work with a two-key system – that is, there’s a separate key for the top box and one for both side cases. If that’s a little bothersome, Suzuki will soon be selling replacement locksets that allow the use of a single key for all three cases.

When you close each case, there’s a separate hinge that snaps shut for added security. Another convenient feature is that all three cases can easily be removed from the bike when you reach your destination.

Getting to your destination doesn’t involve hair-trigger horsepower. The purpose of this sporty tourer is to get you from A to B over long distances in a manner that will make your trip one to remember for its relative comfort and convenience, and for the bike’s lively spirit, when called upon.

The GSX1250’s tastefully blacked-out engine is based off the Bandit powerplant. Architecturally, the transmission shafts are stacked vertically to create a more compact engine design front to back. Cylinders are squeezed closer together to make the engine more narrow.

Under the hood is a 1255-cc, liquid-cooled, four-stroke, DOHC, inline Four. The fuel-injected mill generates peak torque down low in the rev range and produces enough smooth and responsive roll-on power to keep you smiling.

(While Suzuki is reluctant to disclose performance numbers for the GSX1250, you can safely assume that torque is in the neighbourhood of 81 ft-lb @ 3700 rpm and maximum horsepower near 98 bhp @ 7500 rpm, based on data for Suzuki’s Bandit.)

As for engine performance, the 1250’s combined city and (mostly) highway mileage, measured over a good share of rolling terrain, resulted in a fuel range of just over 6.25 L/100 km (38.5 mpg). That takes into account the bike’s curb (wet) weight of 273.5 kg (603 lb.), (empty) luggage, and an 88-kg (195 lb.) solo rider. Not to mention that the bike was still in its initial break-in period. (Suzuki was unable to provide a fuel economy estimate.)

Engine vibration is effectively damped by a secondary balancer shaft. There’s virtually no driveline lash nor lugging – you can drop it down to as little as 1500 rpm in sixth gear and crank it back up without skipping a beat. And, as I discovered, passing on hills or along stretches of straight highway is effortless, nicely accommodated by a six-speed transmission that puts power to the ground via a chain final drive.

Otherwise, the GSX1250 has a predictable, assured feel from the moment you swing a leg over the saddle (carefully avoiding the luggage), thumb the starter, and let out the clutch. The bike’s 2.8-meter turning radius also enables reasonably agile turnarounds on two-lanes or slow-speed ballets in parking lots. And when creeping toward a stoplight, the 1250 shows how well balanced it is.

Suspension is a pleasant surprise, providing a plush ride. The 43-mm telescopic front forks feature heavier springs and firmer rebound damping because of the fairing weight. They can be adjusted for spring preload. Link-type rear suspension, featuring a single coil spring shock absorber mounted under the seat, is adjustable for preload and rebound damping. Rear-wheel travel is a respectable 136 mm (5.4″).

As for handling, the GSX1250 has a 25.2° rake and 104 mm (4″) trail that enables a balanced mix of sportiness and open-road comfort. It was sure-footed in the turns, although I didn’t attempt any hard cornering because of break-in limitations. With a wheelbase of 1485 mm (58.5″), the bike felt quite stable at speed.

Adding to the GSX’s stability are a pair of stock Bridgestone Battlax tires (120/70 ZR17 out front and 180/55 ZR17 out back) that grip the road with authority. They wrap around distinctive three-spoke cast aluminum rims.

I could confidently haul down the hefty sport-tourer with the help of excellent brakes. A dual 310 mm disc setup in front is grabbed by 4-pot calipers, while the rear carries a single 240 mm disc with a single-piston caliper.

An anti-lock brake system is standard on the GSX1250 and operated unobtrusively until an unexpected obstacle in the road activated it, triggering a noticeable pulse. (An amber warning light for ABS on the left side of the bike’s instrument panel lights up when the bike is started and turns off when the bike exceeds 10 km/h.)

Other standard touring features are a sturdy centre stand for easier chain maintenance and other work, and a pair of helmet holders that are accessed by removing the seat. Like the GSX1250FA, the GSX1250SEA comes in solid black or blue colours.

For $13,299, you’re not getting a sport-tourer like some of the competition, with a lot of bells and whistles and more sportbike orientation, and price tags to match. What the 2010 GSX1250SEA does give you is a viable alternative that represents real value for money and a satisfying riding experience. MMM