Actually throttle response is very linear. Τhe lowest spectrum of the powerband up to 5000 rpm is adequate for leisure town rides. Engaging the final 6th gear, this rpm figure corresponds to 67 km/h (41.6 mph) indicated speed. 

     The 7500 rpm mark corresponds to 100 km/h ( 62 mph). The rev limiter intervenes at 11200 rpm indication at the rpm meter. From 7000 rpm upwards there are some vibrations noticed at the rider’s pegs, while from 8700 rpm upwards the vibrations are felt vividly on the pegs and the handlebar. The top speed is 145 km/h (90 mph) indicated figure. 

  

     Despite the twin cylinder layout, the engine feels striving sometimes at the fast pace to propel the heavy bike. Performance is inferior to what someone expects in terms of top speed and acceleration, especially the one provided close to the top speed. 

     The clutch is very light. There is a shift light which may be adjusted at 4000 and 8000 rpm referring to Eco or Sport modes respectively. The bike is not equipped with engine maps though. 

  

     The indication of the selected gear is very useful. There are two trip meters and a clock. The bike is equipped with two silencers, one at each side. The sound of the engine is a distinctive twin cylinder one. Especially on nimble urban rides, the engine sound is nice and angry! 

     The valve clearance intervals are short,  5000 km (3100 miles). An indicative average fuel consumption figure is 4 l/100 km (71 mpg Imperial). 

                        

     Riding position: The height of the saddle is average, 780 mm. However due to the saddle width, only average stature riders or higher will step a confident foot on the ground. Given the bike’s character, stepping on the road could be easier for shorter riders. The saddle inclines slightly to the front. 

  

     Rider is placed in and over the bike. Because the handlebar is wide and high, riding position provides a nice combination of neutrality and alertness. 

     The pillion is seated much higher than the rider. Literally, this gap was not necessary. The saddle for the pillion is roomy although rather narrow and very soft. The knees form a relatively sharp angle and the handlegrips are comparatively narrow. 

  

     The dimensions of the bike are normal contrary to the weight which is obviously heavy at 182 kg (401.2 lbs) curb. Its difficult to refer this weight to a 250 c.c. bike, it tends to that of a 600 c.c. bike. Female riders will marginally be able to hold the bike upright in case that it leans to either side static, especially in case of a short rider. 

  

      On the road: Concerning the suspensions, the only possible suspension adjustment for the rider is the spring preload at the shock, just under the saddle. There is a fork brace equipped at the front end. The suspensions feel soft. 

  

     OE tires are IRC Roadrunner with dimensions 110/80-17 at the front and 140/70-17 at the rear. They are considered a moderate choice regarding handling. In case that the rider wishes to explore the limits of handling on slippery roads it is recommended to replace these tires with a smarter compound. 

  

      In town, the bike is pleasant, neutral and friendly. However it feels heavy, like a 600 c.c. bike. If rider exempts the engine performance which lies definitely in the vicinity of the 250 c.c. category, riding the Inazuma also reminds of a bigger bike. 

     The engine is adequate for everyday riding, although if someone wishes to ride fast, the use of the higher spectrum of the powerband is necessary. The mirrors are superb, they are showing only a fraction of shoulders. 

  

      On downtown rides the Inazuma is a genuinely neutral bike. Generally speaking the weight of the bike doesn’t enhance agility. 

     Steering lock is very good. Filtering is easy despite that the height of the handlebar or the mirrors is the same with that of car or SUV mirrors respectively. The small width of the bike is the reason for that. 

     Comfort provided by the soft suspensions is superb for a 70 kg (154.3 lbs) rider. However large potholes will eventually find their way to the rider. Additionally in case of a series of bumps, the bike seems to bounce over the imperfections at a nimble pace. The horn is quite good. 

                              

     On B-roads rider feels mostly the provided stability. Αgility plays a secondary role, which is not common for a 250 c.c. bike. The reasons are the conservative steering geometry (wheelbase 1430 mm (56.3 in), 26 ° rake, trail 105 mm (4.13 in)) and the heavy weight. The Inazuma changes direction like a 600 c.c. bike. Rider has to keep the revs within the medium area of the rpm meter, 5-8000 rpm, even on normal riding.  Comfort to the rider and riding quality are very good. 

                              

     At the fast pace except from the stability which is good, the Inazuma feels like a bigger and heavier bike. It can go fast, although it makes it clear to the rider that its not meant for such a pace. The handlebar is high, thus the rider cannot charge adequately the front end. 

 

     Feedback to the rider on slippery roads is decreased due to the OE tires. On high friction roads the suspensions and specifically the non-adjustable soft fork set the riding limits. The engine power will also impose a compromise since the performance is not sufficient. 

     In case of a series of bumps during the bend, the Inazuma is adequate, while if there is a bump on a sweeper, the soft suspensions show their limits once more. 

 

     On the highway the bike is very stable and comfortable, travelling speed is 110-120 km/h (68-75 mph) where the twin cylinder sounds happy  on the highway. The rider may feel the air resistance at chest level, although at this speed and motorcycle category, this is not really important. 

     Overtaking at a speed higher than 120 km/h (75 mph) requires some prior programming. Even close to the top speed, the Inazuma is a very stable bike. 

                          

      In case of a dirt road, the Inazuma is great, although the brakes are more powerful than ideal then. 

 

      Single disc brakes are equipped front and rear.  There is a two piston calliper at the front and a single pot calliper at the rear. 

      The brakes provide good stopping power, initial bite and feedback to the rider, front and rear. However due to the soft fork, in the case of powerful braking the diving of the front end is considerable, thus the feedback to the rider is decreased. An ABS version would be welcomed in the future. 

                        

      Comments: Beneath the saddle a pair of winter gloves may be stored, indicatively. This space is shallow and long. There is a base for the centre stand and a rack – top case which are optional equipment. The lights are powerful. 

 

     The design of the bike refers to other Suzuki models. The headlamp and the styling remind of the B-King, the front fender gets quite low at the front like that of the Hayabusa, while the styling curves vaguely remind of Gladius. The chromed extra insertions at the engine head are nice. The light at the instrument is orange, rather conservative that is to say. 

 

      The name Inazuma has been featured again on a Suzuki bike, that was in 1997 for a naked four cylinder 400  motorcycle. However this Inazuma is manufactured in China under Suzuki’s specifications of course. The build quality and finish are quite good. 

 

      Compared to the competition, the Inazuma is closer to the single cylinder Honda CBR250R and Sym Wolf 250 in terms of performance and acceleration on everyday riding, than to the twin cylinder Kawasaki ninja 250.

 

     The increased weight is the reason for that, the greatest so far among the 250 c.c. bikes tested by moto-choice.com. This together with the performance, brings the Inazuma very close to the air cooled, twin cylinder Suzuki GSX250E of the 80’s. That was an honest and superb everyday bike. 

 

     Of course the Inazuma handles much better and releases much less emissions, although looking at the specifications sheets, there isn’t any progress at the history of motorcycle to be observed within these 30 years. 

 

     However for the future owners the Suzuki badge on the fuel tank combined with the low price, result to a competent everyday bike which lures new riders to be enjoyed by exploring the basic principles of riding. 

 

Price: 3995 € 

 + Price 

 + User friendly – big bike feeling 

 -Weight 

 -Soft fork.    

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