Old Faithful

Suzuki’s GSX650FA looks like it’s been stuck in a time machine, like someone who’s still insisting on wearing stonewashed denim, fluorescent socks and oversized novelty sunglasses.

If one thing’s for sure, an oversized cylindrical end-can hanging on one side of a bike definitely doesn’t make up the look most manufactures go for these days. Neither does the rounded back end, complete with a single pillion grab rail stretched across the width of the bike.

When Suzuki first introduced this machine, effectively as a snazzily-dressed Bandit back in late 2007, they were clearly trying to bridge the gap between what you’d call a novice or commuter bike and a full on GSX-R supersports machine, and the concept was quite readily accepted. But that was then.

Now to my eyes it simply looks tired and old, and slightly mismatched, between the dated rear and the fresher front end. The latter comes complete with a gear indicator and flashing lights on the dash to signal the change-up point. The front section is clearly GSX-R inspired, with the exception of those upright handlebars and old-fashioned mirrors. Yet the back section, and indeed the rest of the bike, is unmistakably Bandit, despite the chubby Gixxer disguise.

It could get away with it a few years ago, but these days, and up against its much newer competitors, the GSX650FA is outclassed. The Suzuki isn’t the most fashionable by a long shot and some would even use the word ‘budget’ when describing its looks, but although it looks like something you’ve just bought on eBay for a song I couldn’t care less as long as it rides well and can handle a decent spin out into the countryside. I remember the launch of this model: I had fun. I rode as hard as I could and I thoroughly enjoyed it.

The Suzuki can still perform well enough to curl the corners of your mouth upwards. The 656cc in-line four engine remains smooth and linear with a quiet whine that absolutely refuses to reach a proper crescendo before banging into the red line, the brakes work just as efficiently, the suspension is in the middle of the road for the class and the gearbox is typically Suzuki slick.

As with all three bikes, the GSX650FA performs best with the needle swinging happily back and forward in the midrange, but it feels slightly more rev hungry than one or two of its competitors, as though its torque curve isn’t quite so full in the lower half. It’s the heaviest and longest bike of its contemporaries too, so it stands to reason that you’d end up working it harder to get the best out of it. That stretched wheelbase means the Suzuki is also the least nimble when it comes to u-turns. Although it can obviously do them, it just feels slightly more awkward than it could.

Flicking through bends and throwing the bike into turns requires more effort than owners of some of its Japanese rivals will be used to, both to get the bike leant over and to keep it there. Practical things, like filtering through standing traffic and manhandling the GSX650FA at a standstill also highlight how large it is by comparison to its newer, more compact rivals.

And then there’s the one real bugbear in the shape of the throttle response, which is snatchy, unpredictable and a tad annoying at times, leaving the impressive wind protection as the bike’s saving grace.

The Suzuki is undoubtedly very comfortable as a middleweight cruiser for A-road mile-munching and its 19-litre tank holds as much as three litres more than rival bikes so its range also makes it very practical.

But that’s where the really good stuff stops. Even by ignoring the dated styling, the Suzuki still feels old. It’s not a bad bike, and it doesn’t have any specific negative points – other than the unpredictable and jerky throttle response, which can make riding through villages and other slow speed endeavours rather jerky affairs. But it doesn’t feelcurrent and in many ways it justisn’t competitive.

Ultimately, if it feels good to you on a test ride and the deal on the table is tempting enough, then at least you can be confident it won’t let you down and with its practical elements in mind it’s a sound enough choice. While it struggles to stack up next to some of the alternatives in a back-to-back ride, it’s still a competent motorcycle.

At a glance

Seat height
790 mm.

Kerb weight
245 kg.

Transmission
Six speed gearbox, chain drive.

Engine
656cc, in-line four-cylinder.

Power
84 bhp @ 10,600 rpm.

Torque
45 lb.ft @ 8,900 rpm.

Fuel capacity
19 litres.