Suzuki GSX650F (LAMS)

Suzuki GSX650F (LAMS)

NOT SO MUCH

OVERVIEW
The Learner Approved Motorcycle Scheme (LAMS) is now in place in the ACT, New South Wales, the Northern Territory, South Australia, Victoria and Tasmania, and it allows those with learner motorcycle permits to ride bikes with a capacity of up to 660cc, provided the power-to-weight ratio doesn't exceed 150kW per tonne.

Suzuki has stepped up to the LAMS plate in a big way, offering no less than a dozen eligible road bikes, dirt bikes and scooters, including the bike under the microscope here, the GSX650F. Also available in de-restricted form, the LAMS version of the GSX650F offers all the racy good looks and refinement of the full biscuit machine, but in a less powerful, learner-friendly format.

The two versions are essentially identical in every way, but the LAMS machine features a different ECU (Electronic Control Unit), with suitably restrained fuel and ignition mapping. Suzuki won't be offering a service to upgrade from a LAMS-spec ECU to a full-power ECU, as it says the cost of the new ECU, plus the cost of de-registering it as a LAMS machine and then re-registering it as a regular GSX650F, is prohibitively expensive. Suzuki also says the relatively low number of LAMS-spec models brought into Australia should ensure resale values remain high, once it's time to sell.

Of course there's nothing stopping anyone throwing in an aftermarket ECU, but finding an unscrupulous shop to swap it over and then dynotune the bike will be another matter altogether. The various state licensing authorities won't look upon such antics kindly, and to be honest this sort of carry-on only puts the future of the entire LAMS system at risk. The moral here is simple: do your time on your bog-stock LAMS machine, and revel in the fact you're going through the most sensible and constructive motorcycle learner scheme this country has ever seen.

PRICE AND EQUIPMENT
Priced at just $9990 plus ORC, you'd expect the GSX650F to be a relatively basic, 'bare bones' type of machine. The reality is, however, it comes with quite a few features, all of them aimed at maximising the bike's comfort, practicality and user-friendly nature. Those features include a protective full fairing and screen, adjustable suspension (preload up the front; preload and rebound at the rear), a four-position adjustable clutch lever, a four-position adjustable brake lever, ockie strap mounting points either side of its pillion grabrail and a comprehensive set of instruments - the latter with two trip meters, a clock, gear and fuel display.

The beastie is powered by a 656cc, liquid-cooled, 16-valve, in-line four-cylinder engine, which has been tuned and mapped for an emphasis on low to midrange oomph, making it ideal for novices.

The engine has been slotted into a steel double cradle frame, with a 41mm fork and a rear monoshock handling the bumps. The brakes are something of a surprise package - no less that twin four-piston Tokicos at the front, backed up by a single-piston job at the rear.

In Australia the LAMS version of the GSX650F is only available in metallic blue/white, while the full-power bike is available in either black or a darker blue/white. A limited number of factory optional extras are offered, including a bike cover and a soft rear bag, but the most practical item would have to be a centrestand ($223.00).

ON THE ROAD
This was the first LAMS machine I'd ridden, and to be honest I was thoroughly impressed. Not only because it was supremely easy to ride, but because it really does have a healthy amount of go - right where you need it most, and without any hidden traps or nasty surprises.

Most impressive of all was the fact that from a closed throttle to a roughly half-open throttle, you could easily be mistaken for thinking you weren't on a LAMS machine at all. There's plenty of low-down and midrange torque, making it ideal in the cut and thrust of city traffic. Wind it on hard past this point and it'll simply continue accelerating, but at a relatively sedate pace - rather than screaming it's way towards redline (an indicated 12,500rpm) at warp factor 10, ala GSX-R.

You quickly realise there's not a whole lot point in exploring that top end - you're far better off short-shifting your way up through the gears and making the most of its entirely adequate level of torque.

It's fitted with a typically Suzuki-slick six-speed gearbox, and 100km/h in top will register 5000rpm on the tacho. It feels totally relaxed at this point, like it could take you on a lap of Oz without batting an eyelid, and there's still enough go on offer for overtakes, even if they require you to knock it back a cog or two. There's barely a hint of vibration from the in-line four-cylinder engine, and all the control are wonderfully light.

With an upright ride position, a slim and relatively low (770mm) seat height and a manageable 216kg dry weight, riding a motorcycle simply doesn't get any easier. The power delivery is linear, and devoid of anything resembling a powerband, which has spelled the downfall of many a learner on a race replica 250cc two-stroke over the years.

The GSX also handles like a dream. Neutral steering and conservative steering geometry have combined to create a confidence-inspiring and super-stable machine. It'll drop into a corner in a steady, no-nonsense manner, and then track through it beautifully, it's ultimately fairly basic suspension doing a good job over the majority of road surfaces you're likely to encounter. With the amount of go on offer here it's not like the suspension is really going to pushed anyway, at least not in the same way as the springs on a GSX-R. Speaking of numbers, Suzuki doesn't quote horsepower or torque figures, but my 'seat-of-the-pants-ometer' reckons on somewhere in the region of 40 to 45hp - enough for a learner to enjoy his or herself, hopefully not enough for them to scare themselves (too often, anyway).

You're in safe hands when it comes to stopping too, as the front brakes are powerful and have plenty of feel. There's no initial bite to catch you out, just linear, progressive power, while the rear brake complements the front anchors well.

The GSX's styling will, I believe, win it plenty of friends in the learner ranks. Its GSX-R heritage shines through, from its paint scheme to the bike's sharply-edged 'snout', from its instruments (complete with shift light!) to its graphics. Here's a bike any learner will be proud to be seen on, while its performance will keep them smiling as the months of their restricted licence fly by.

It's a frugal performer, too. The GSX returned a healthy fuel economy figure of 17.6km/lt while in BikePoint's care, and with a 19lt tank that equates to a safe range of around 300km. A range like that opens up the broader scope of touring, which will only help keep interest levels up through a learner licence period.

All this for $9990 plus ORC? As someone who learnt to ride on an asthmatic old 250 twin with brakes seemingly rooted more in religion more than engineering, it almost seems too good to be true. The good news is there's no catch here, and during my time on the GSX I failed to find any fault, or even anything that annoyed me. With bikes like this now available to the majority of Australia's novice riders, the future of motorcycling in this country is looking decidedly bright.