Reproduced from Australian Motorcycle News Vol 37 No 18, Mar 4 to Mar 17, 1988.
What's this? A mini version of the GSX-R 750/1100? Suzuki Australia has taken the gamble to import one of those 250cc, four-stroke screamers which are so popular in Japan. After throwing his leg over the GF250J, Rob van Driesum reckons it might not have been such a crazy move...
"Wow! This crazy Suzuki is quick," I kept thinking as it carved its way through the Reefton Spur. The only bike I could remember which ever felt quicker through there was the TZR.
The Reefton Spur, for the benefit of non-Melbournians, is one of the twistiest bits of tar in Australia: 19 kilometres with 200-and-something corners (I never actually counted them, and wouldn't be enjoying myself if I did). It's a popular weekend arvo destination for would-be Wayne Gardners, who can brag about their exploits at the charming Reefton Hotel.
It's also part of my favourite 'test loop' when I quickly want to sus out a bike. In case you want to know, this runs from Kangaroo Ground via Christmas Hills to Yarra Glen, on to Healesville, over Mount Donna Buang to Warburton, then east over the Reefton Spur and on to Marysville, and finally back to Melbourne via the Black Spur. This afternoon trip covers everything from city traffic to gravel and dirt, straight tar to long, open sweepers and tight twisties, flat roads as well as ones that climb and descend, and, to top it off, a wide variety of scenery, from car parks to densely forested mountains - urban jungles to natural ones.
But let's get on with the actual story. This "crazy Suzuki" is the GF250J ("J" standing for 1988): a four-cylinder, water-cooled, 250cc four-stroke. I did a bit of a double-take when I heard it was available in Australia, and we could pick one up for the weekend at Peter Stevens in Ringwood. Surely, this sort of design is completely 'un-Australian', as was proven when Suzuki Australia tried and failed with the GS250FWD back in 1984-85.
The GS was "no great success", as a Suzuki Aus rep put it carefully. It was releatively heavy, and allegedly felt gutless (I unfortunately never got to ride it). Not only that, but I've been told you had to rev it something silly before anything happened at all. The design was complicated and practically ruled out home maintenance. All this, and much more, ensured that the GS was a sales flop and even scored a "Turkey of the Year" award from Two Wheels magazine.
Yet Suzuki Australia has recently decided to try it again, this time with the updated version, the GF250J. Only 193 of these Japanese-spec machines have been brought into Oz so far, and if the "extremely good sales" through dealers are ny indication, there might be a few more coming at a later date - although the word is that "it will not be an on-going model" on the Australian market.
Right, so how come this odd machine seems to sell so well? Simple: $3399 (NSW) or $3590 (Vic) plus on-road costs. Compare that to the 'bargain-basement' Honda CBX250 single reviewed last issue, which goes for $2799, or the more performance-orientated Kawasaki GPX250 twin tested in the issue before that, which commands $4399, and you might start to get the picture.
Taken at face value, there's no denying that the Suzuki represent brilliant value for money. You don't just get a run-of-the-mill 250, but one which has all the cylinders and attibutes of a big-bore blaster. How can they do it for that price?
I can't tell you, but what I can is that it's one helluva bike to ride. Like I said, I never rode the 'old' one, but this new model is a considerable improvement if the list of modifications is anything to go by.
Where to start? Claimed performance is up to a rather impressive 45ps at the 13,000rpm redline (compared to 35ps previously), with 2.6kg-m of torque at 10,500rpm. This particular bike wasn't put on the dyno to verify the claims because (A) it only has 17km on the clock when I picked it up and 440km when it was broght back, and (B) it was on loan from a dealer for a mere ride impression. But relying on gut feeling, the figures aren't wide of the mark.
Seeing as the engine is basically the same four-valve design as previously, with double overhead cams operated by a chain running down the middle, and with a similar bore and stroke of 44 x 41mm, the power increase is probable due to the increased compression ratio (11.3:1) and the four-into-one exhaust system, ehich replaces the former four-into-two. The six-speed gearbox is the same, but the final drive ratio has been lowered (and that rear sprocket does look large) to add a bit more 'go' off the line.
Chassis and running gear, likewise, have come under scrutiny. The new model is slimmer, has a slightly shorter wheelbase at 1370mm, and weighs less with a claimed 155kg dry. The single disc in the front and drum in the rear have been replaced by three discs ("Deca-Piston" bla-bla), which are absolutely brilliant.
Wheels sizes are 16-inch front and 18-inch rear, shod with Dunlop Arrowmaxes. Good standard tyres, no qualms about them. The wheel sizes also seem to offer a good compromise (see below).
Front forks are "Positive Damping Force" (PDF) items like those fitted to the GSX-R range, which provide an effect similar to a 'proper' anti-dive set-up and are four-way adjustable. Rear suspension is a full-floater with five-way preload, which can be adjusted by an outside-mounted, flip-up knob - so ridiculously easy to use, that you wonder why it can't be like that on all bikes.
As mentioned above, the GF is a Japanese-spec machine, which shows in little things like the unleaded nozzle restrictor in the tank filler hole, and the red warning light with Japanese characters on the attractive dashboard. This lights up when you pass the 80km/h mark, and might serve a handy function in teaching Australian learner riders what various speeds feel like.
Starting the GF was never a problem, hot or cold. Another good thing was that the gearbox was smooth when cold, and didn't respond with a loud clunk and forward jolt when engaging first gear. The engine itself doesn't seem to hesitate while it's warming up, and only the water temperature gauge indicates that you should be taking it easy.
It's a funny sensation, riding a four-cylinder 250. The engine is so smooth or silky (take your pick), that it feels - and sounds - like a little turbin working away beneath you. Apart from the occasional little tingle, vibration is non-existant throughout the rev range.
The GF takes off fairly rapidly in 250cc terms, but seems to 'sip' a bit after the initial surge. Between seven and eight thousand revs it all starts happening, and above that, when the muffled exhaust note turns into a muted howl, one almost has to hang on. Although not yet in the league of sports-orientated two-strokes, a GF on the boil is quick enough! We couldn't pit it against the GPX250 because that had gone back before we got the Suzi, but it feels quicker -
as a four-cylinder four-stroke should, against a four-stroke twin.
The engine alone should ensure that the Fang Factor is high. On top of that, the GF is surprisingly nimble through the twisties yet reassuringly stable in a straight line, and doesn't mind the occasional stretch of dirt. Steering geometry, wheel sizes and standard tyres work together well.
At the same time, it's an amenable machine with a comfortable riding position (although the seat could do with the proverbial sheepskin), and very easy to handle around town. It even has a flat tank top which provides a good base for a tank bag. Learner riders could do a lot worse than choose this bike to cut their teeth on.
Sounds almost like the ultimate 250, doesn't it? That was indeed my first impression - until I sat down and had a good think. And what I came up with was that learning about bikes entails more than just riding. You also have to maintain the thing so that you get an idea how everyting works and what's actually happening beneath you. In this respoect, nothing can beat a 250cc single with screw/locknut valve adjustment, and the GF250J Suzuki is as far removed from this as you can get.
Also, fuel consumption was a bit disappointing at 17.25km/lt. Admittedly, I didn't try a low-consumption run, but I didn't rev the ring off it either as it was still being run in. City traffic resulted in 16.6km/lt, while the 'test loop' got a slightly better figure of 17.9km/lt. Both could be better for a 250.
But still, this isn't an ordinary learners machine. It's designed like a sports-orientated big-bore, and sells at a basic 250's price. Who can argue with that?
(Many thanks to Peter Stevens Motorcycles in Ringwood, tel 03-870 0222, for lending us the bike)
Rob van Driesum
Second opinion
First impressions count and I found after jumping off the CBX250 Honda onto the GF250J Suzuki the first thing I noticed was how solid the Suzuki felt. Being a four-cylinder machine compared to the Honda single, the bike is noticeable heavier and contributes to it's overall 'strong' feel. A ride over Melbourne's West Gate Bridge on a windy day showed that the weight proved to be an advantage as the bike didn't have to be ridden on a lean to keep it in a straight line.
Allowing for the fact that the bike had 48km on the clock, the revs had to be kept to an acceptable level, but the engine still produced enough power to safely clear out from the traffic at lights. Once into sixth gear though, I kept looking for another gear. It is certainly a revver!
I found the seating and handlebar positions suited my 5ft 5in frame and everything was within easy reach. The footpegs and handlebars were vibration-free which makes for comfortable touring as the small fairing did a good job, diverting the breezes over the top of my helmet.
Gearshifting was smooth and accurate, with no false neutrals. Both front and rear brakes had penty of feel and pulled me up with no heart-stopping moments.
I thoroughly enjoyed my stint on the GF and would like to have another go on it with a few more kilometres on the clock. It would be fun to do a bit of touring on it. Keep the revs up and it would take rider and gear anywhere, and you'd have a lot of fun along the way.
Colleen Dooley
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