SUZUKI GSX 1300 R L0 HAYABUSA 2011 with 8810 miles Very Good ConditionYou’d be hard pressed to find an easier motorcycle to ride than Suzuki’s TU250X. When Suzuki set out to build the TU250X, the following were its guidelines: Blend retro styling and simplicity alongside modern reliability and ease-of-use in an entry-level motorcycle for the bargain-basement asking price of $3799. With the TU you get a stylish, economical little bike that’s easy-to-ride and perfect for jetting around town. Small and simple, visually the TU is a stunning piece of machinery. We adore its classic ‘70s era scrambler styling cues, including the oversized chrome headlight, rear shock absorbers, chrome wire wheels, exhaust, and chromed chain guard. Additional eye-candy comes in the form of its shapely burgundy-colored body panels and two-tone and pinstriped fuel tank. We also appreciated the silver paint on the chassis and polished-glow of the engine. Powering this 328-lb featherweight is an environmentally friendly and fuel-sipping air-cooled 249cc 4-stroke Single.

The engine is fuel-injected and inhales gas from a generously-sized 3.2-gallon fuel tank. This gives it a range of nearly 200 miles based on its observed 58 MPG fuel mileage. The fuel-injection system does away with any choke or fast idle lever which makes starting the motorcycle as simple as a push of the black starter button, regardless of the temperature outside. motorcycle helmet gives me a headacheA 5-speed transmission shifts power back to the rear Cheng Shin rear tire via chain final drive, augmented by a cable-actuated clutch.motorcycle tire repair slimeA large headlight provides above average road illumination at night. service manual yamaha r1 2004Instrumentation is both simple and effective. motorbike shop mount barker

The swept muffler does a admirable job of muting excessive engine noise. First gear is really low and allows the bike to chug away from a stop with barely any throttle input—a boon for those just learning how to ride a motorcycle. The other four gears are well spaced and help optimize the engine’s mild torque curve. From a stoplight, the engine delivers adequate acceleration force for you to getaway quickly from a stop, plus its 78 mph top speed allows it to run down the interstate safely. However, as engine rpms increase, so does the amount of vibration through the controls. At low speeds it’s not that bad but when you’re cruising in top gear at any speed above 60 mph it does get annoying. The swept chrome muffler does an excellent job of muting the sound of the engine. Throttle response is immediate and the engine’s mild power characteristics allow the rider to explore its full potential without intimidation. An additional benefit of its modest power delivery is an abundance of rear tire traction even in the wet or on loose surfaces.

The TU combines a broad seat with thick padding, one that’s only 30.3-inches above the ground. This allows even shorter than average pilots to be able to place both feet on the ground while stopped. A standard chrome-plated handlebar and traditionally located and rubber-covered foot controls further contributes to its friendly demeanor. Extra newbie affability comes in the form of the clutch’s one finger easy lever pull. The riding position is both upright and relaxed and despite its small exterior dimensions the cockpit isn’t cramped for a taller pilot. Suspension consists of a conventional spring/oil dampened fork and twin coil-spring hydraulic shock absorbers attached to a steel frame and swingarm. Suspension adjustment is limited to rear shock preload adjustment only and is designed to compensate for heavier loads or a passenger. The suspension does an adequate job of filtering out small bumps, but a spirited pace quickly exposes its lighter spring rate. Given its short 54.1-inch wheelbase and minimal curb weight, the TU is an exceptionally easy to manipulate at any speed.

The bike changes directions with minimal effort at the handlebar, yet it remains sure-footed and composed even at top speed. Given its petite size, the TU zips through traffic similar to a small scooter, which makes it perfectly suited for use in dense urban areas. Despite its reasonable price tag, this Suzuki makes use of a single hydraulically-controlled front disc brake. The disc measures 275mm in diameter and is pinched by a double-piston Tokico caliper. A mechanically-actuated drum brake controls the rear wheel. Both brakes offer adequate stopping power and are easy to modulate. If you’re looking for an efficient way to jet around town the 2009 Suzuki TU250X is it. Keeping in theme, instrumentation is simple yet stylish. A round analog-style speedometer houses an odometer and trip meter. The warning lights for headlight high-beam, turn signals and fuel-injection malfunction are also included. Below, additional warning lights come in the form of a neutral gear position and low fuel.

The new Suzuki looks awesome, it’s inexpensive and exceptionally friendly to operate, making it a perfect choice for those looking to get into motorcycling or rediscover life on two wheels. Simple, attractive, affordable and ultimately one of motorcycling’s best bargains. This is the essence of Suzuki’s TU250X.The TU250X is powered by an electric start 249cc air-cooled Single. Although it lacks a manual kickstarting option we never missed it. Although it’s missing a tachometer it’s not a deal breaker as it’s easy to time shift points based on the sound and feel of the engine. The Suzuki’s seat is the lowest to the ground which will be a boon for shorter riders. On the other end of the spectrum it does however feel a little minibike-ish for taller riders. Suzuki proves that a quality motorcycle doesn’t have to max your credit card limit with its affordable and air-cooled TU250X ($4399). Pairing timeless lines to a small but efficient, electric-start equipped 249cc Single the lightweight TU is a true example of a little bike that can.

Simple and clean, the Suzuki is a cute-looking classic. We especially like its uncluttered appearance from nose to tail. But when viewed against the tuxedo-dressed Royal Enfield or the smart looking SR the TU appears basic, showing up to cocktail hour in flip-flops and a white-T. Still if you’re seeking that simple, no frills look the Suzuki certainly fits the bill. “It’s a beautiful bike,” says Ana, the resident fashion expert. “Just look at this beauty—it’s gorgeous.” Slide into the Suzuki’s short 30.3-inch saddle however and you’ll be impressed by its level of craftsmanship. It’s head and shoulders above the $1600 more expensive Indian-built Continental and on a level consistent with its price point versus the $1591 more premium Yamaha. Another plus is how light it is weighing only 320 pounds with a full tank of gas. That’s 52 pounds less than the SR and 90 pounds fewer than the Royal Enfield.I am a little tall for this bike so when I was sitting on it my knees came a little bit high but otherwise great,” explains Ana of the TU’s more compact and shorter rider-friendly ergonomics.

Thumb the starter button and the Suzuki’s engine comes right to life every time. Some might bemoan that there’s no kickstarter, but stall the SR in traffic and you’ll quickly forget about that gripe. Although the gauge pod is missing a tachometer, it’s not a deal breaker since it’s easy to read the engine and base shift points on feel and sound. On the road the tiny TU offers the nimbleness of a scooter. It shines when ridden through narrow crisscrossing city streets and busy parking lots. But on the flip side, the chassis is the least composed at higher speeds through corners. Still, considering its intended application, the Suzuki gets the job done just fine. Also of note is the stronger, more sensation-rich front brake helping it to achieve the shortest stopping distance from 60 mph (152.3 feet). At highway speeds, the engine’s more limited lung capacity hurt it requiring the rider to make more carefully planned overtaking maneuvers. “It needs a little more power,” explains Ana of the Suzuki’s tiny 249cc Single.

“You can feel it even just going uphill. You really need to pin-it to go anywhere—sorry Suzuki [laughs]. Otherwise it’s very smooth and the suspension is great. The only thing for me is a little bit more power. The rest I loved it.”At higher speeds the Suzuki’s chassis lacks the road holding of the more firmly damped Royal Enfield. The Suzuki’s front brake offers the most lever sensation during braking helping it achieve the shortest stopping distance from 60 mph. (Bottom) The Suzuki offers the maneuverability of a scooter through town. It’s a choice motorcycle for riding across narrow and crowded streets. “The Suzuki felt a little like riding a scooter power-wise,” Melissa admits. “It didn’t’t go and in traffic it was frustrating because if you tried to dart around a car or something like that, you just can’t. So you couldn’t’t take gaps in traffic as easily on it.” Results of dyno testing help demonstrate the TU’s power deficiency. It produces less than half the torque of the Continental GT (12.12 vs. 28.12 lb-ft) and 7.82 lb-ft less than the 150cc-larger SR.

However, measuring rear wheel horsepower the discrepancy wasn’t as large with it giving up between six and seven ponies against its rivals. Still the Suzuki performed better than expected in the acceleration tests. Although a little slow off the line, requiring 11.8 seconds to giddy-up to 60 mph, through the quarter mile the TU was only a second off the Royal Enfield and 1.5 seconds behind the SR. Contrary to the more torquey GT and SR, the Suzuki responds best when shifted at high rpm. And since there’s no tachometer, your ears tune into the harmonics of the engine—making sure upshifts are timed exactly right. It’s a fun little game and one that’s aided by the precise action of its five-speed transmission. True, the Suzuki’s engine lacks the charisma of the tractor-like Royal Enfield, yet it is a little more entertaining to ride than the SR’s—as long as you’re not afraid of playing the aforementioned high-rpm shifting game. In sound testing, the 250 tied the SR (for the most quiet) with a decibel figure that was one point softer at idle, but one louder at riding speed.

While the Suzuki’s engine comes up a little short in acceleration it more than makes up for it in fuel mileage recording the highest miles-per-gallon figure of 62.9. Factor in the 3.2-gallon capacity of it fuel tank (same as the Yamaha) and the TU is capable of an over 200-mile range on a single fill-up. “I don’t have any complaint except that it was kind of boring to me,” sums up Melissa. “It didn’t do anything poorly but it didn’t do anything really well and seemed a little ho-hum.” “The price point on the Suzuki is a nice thing,” she adds. “If I needed a bike to get around town or get to school—or something like that. I think it would be a really great bike for that purpose. It just didn’t really make my heart go pitter patter.” Clearly the Suzuki is down on acceleration. But it makes up for it with its playful, fast-revving engine response and precise-feeling gearbox. It also achieves superior fuel mileage and range between fill-ups. Although handling is a little sloppy at speed, around town the TU shines with its low seat height and 320-pound curb weight.