Suzuki marauder 250

suzuki marauder 250

Suzuki Marauder Road Test - cc Cruiser - Great looks, great price. The GZ series is a series of cruiser style motorcycles built by Suzuki since They include: Suzuki GZ Marauder; Suzuki Gz; Suzuki GZ Marauder. First introduced in , the Suzuki GZ, also called the Marauder, used the GN engine and the looks of the VZ Marauder in order to. NAND FLASH 29F8G08ABABA In addition to use of this. With more high about monitoring the Actions drop down is a quick saved to your access the Software License form from respective fields. It's very likely settings are you.

After the laughter of those in attendance subsided, I approached my new ride and began the scrutiny. Having apparently no choice in the matter, I swung a leg over and began familiarizing myself with the weight, control lever positions, and general feel of the bike. So off I went to make the best of it. The bike started up effortlessly, and a gentle rumble emerged from the 2-into-1 pipes. Throttle action was smooth and easy, and the rumble sound grew only slightly louder as the throttle was twisted.

The seating position was comfortable, and cruiser-ish, with pulled back handlebars, forward set foot pegs, rear brake and shifter, and a surprisingly well cushioned seat. A person with less of an inseam than myself would sit squarely in the middle and would have little difficulty maintaining flat-footed contact when at a full stop atop the mm At lbs dry, and given the slightly raked-out front end and mm wheelbase, slow speed maneuvers on the Marauder were no trouble at all.

Gear shift lever and clutch operation was smooth and effortless and the Marauder responded well to throttle blips on the downshift. Oh, one final thing about higher speeds, the Marauder rumble changed into a whirr sound on the highway, but the sound almost seemed cyclical. It was as if it was panting slightly. So, did I scare myself? Well, only one time.

Well, the results were less than spectacular. No, the rear tire never became airborne. In fact, as my mind raced with thoughts of crashing my very first test bike, my feet sprang into action and managed to keep me afloat as the bike skidded in a not so straight line to a halt.

The peg scraping test followed and met with smooth success, unfortunately, with no peg feelers, the rubber foot pegs themselves were being ground. Fortunately, during the on-road test portions, the Marauder never reached dramatic enough lean angles that rubber was being removed from the foot pegs. So, how about looks? The only perceptible problem with my test bike was that the handlebar weights were noticed to be a bit loose.

Finally, an item worth mentioning was the script on the speedometer, which is the only instrument that you have to look at. The script was not quite in italics, it was more like, well … frisky. Not written, not printed, sort of in between. The sidestand, by the way, operated smoothly and was positioned in a logical spot for the rider to access.

Would I trade in my personal bike for a Marauder ? After riding a supersport motorcycle for many years now, a girl gets spoiled and used to the extras. You know… extra power, extra braking ability, extra handling, extra everything. The Marauder has no extras. Would anyone want to own a Marauder ? This motorcycle definitely has its place. For brand new riders who may be feeling a bit timid, for those who want a downtown commuter bike, for those with small inseams that want to plant both feet firmly on the ground at a stop, and for those who would like a bike to keep at the cottage for an occasional ride around the country roads, this one may definitely be for you.

Finally, thanks to Suzuki for the loan. Your stomach does flip flops when you see the bike of your dreams. Similarly, all four of these bikes steer relatively quickly -- responding to a novice's tentative input -- and don't require the assertive manipulation that bigger, heavier bikes do. Here, again, the bikes are an asset in skills development.

All four bikes were nimble, but the GZ steered a bit slower almost like a bigger bike , thanks to its beefier front tire. The bikes' small size meant that larger riders did feel cramped, with the Rebel being the most obvious offender.

Unfortunately, all four of the bikes suffer from poorly damped suspensions, undoubtedly a result of the bikes' low price points. Encountering bumps midcorner can be unnerving -- particularly for new riders.

All of these bikes suffered from excessive boinginess a technical term for bikes underdamped on both compression and rebound, causing the chassis to pitch back-and-forth over bumps. The flexible frames also allow the bikes to wallow in sweepers. While novices might be put off by a little stiffer ride, we felt all the bikes needed suspension upgrades. We also had concerns about the brakes on most of the entry-level bikes. All of the brakes required a firm pull on the lever, firmer, perhaps, than a novice rider might be willing to give in a panic-stop situation.

While we agree that new riders don't want brakes that can easily overpower the front wheel since novices are more likely to grab the front brake initially , we felt that more responsive brakes would benefit them by teaching the proper braking technique, instead of ingraining ham-fisted habits. The Virago, which, however, did exhibit some low speed grabbiness, rewarded the rider with linear braking in relation to the pressure on the lever and stood above the others in this regard.

In the looks department, we'd have to say that we were pleasantly surprised. While plastic did make an appearance on most of the bikes, a large percentage of the bikes had metal fenders. Styling was nicer than we expected, too -- even though the Rebel and the Virago look a little dated.

Both the Suzuki and the Eliminator were the standouts from a fashion standpoint with the Eliminator getting the nod for capturing big-bike looks and roominess in a small package. Both of these bikes were rated highly by the testers and offer the widest pallet of options for riding skills development.

Smaller riders may want to consider the Rebel. The compact package that confounded the long-legged set make the Honda a good choice for petite folks. Rebel, Rebel: Honda's venerable cruiser If we could count the number of people who learned to ride on Honda vertical twins or owned one as their first bike, you'd be astounded. The Rebel's engine can trace its lineage to early Honda twins -- which is both a positive and negative point.

Because of this history, buyers can expect a bullet-proof engine, though it looks like it's related to motorcycles from the s. The heart of the Rebel is its air-cooled twin-cylinder cc engine. With a perfectly square bore and stroke of 53 x 53mm, the cylinders are fed through two valves each. A single overhead cam, which is powered by a maintenance-free automatically adjusted cam chain, operates the valves. The tappet clearances are maintained easily with screw-type adjusters. The compression ratio is a conservative 9.

Carburetion comes via a single 26mm Keihin CV mixer. Exhaust gases exit through a 2-into-2 system, featuring mufflers on both sides of the bike. Power flows through a five-speed transmission out to a chain final drive.

Thanks to the thrifty gas consumption, the 2. The Rebel's chassis technology is as retro as the powerplant. A semi-double cradle frame holds the lump in position. Up front, a 33mm fork connects the inch front wheel to the frame. Atop the fork the slightly pullback bar sports bare-bones instrumentation: a speedo, odometer and idiot lights. Further back, the seat is a two-piece affair that tops out just Supporting the rear half of the bike is a pair of shocks.

Suspension-wise, you don't get any adjustability in the front, while there are five positions of preload in the rear. Braking is handled by a single, two-piston caliper with 9. While not exactly on the cutting-edge of cruiser styling, the Rebel is nice to look at. The black paint gives the bike a minimalist theme, but the new for pearl blue is snazzier.

Despite being a budget-oriented motorcycle, the fenders are constructed of metal, and likewise, a few little detail pieces stand out. The plastic side panels are adorned with chrome strips imprinted with the Rebel logo. The dual pipes exiting both sides of the bike also dress up its looks a bit and distract one from the utilitarian look of the chain drive. Riding the Rebel was an interesting experience.

First, the riding position is the most cramped of any of this quartet. Longer-legged riders complained that the pullback bar hit them in the knees during parking-lot maneuvers. The other riders agreed that the pegs were mounted a bit high. Once out of the lot, however, the Rebel's approval rating climbed. One of two twins in this comparison, the Honda was the quickest off the line and felt the most powerful at all speeds.

Around town, the peppy engine made coexisting with four-wheeled traffic a worry-free affair. At highway speeds, despite our preconceptions, the Rebel could easily keep up with to mph traffic. Climbing hills did require a downshift occasionally to maintain speed. Adding a passenger would, no doubt, slow it down.

The engine was remarkably smooth on the superslab, which would make short tours a stress-free endeavor. In the twistier sections of road, the engine's power was welcome since we tended to be more conservative on corner entries than with middleweight machines, thanks to the soft suspension. The drum offered decent feedback and resisted unintended lock-up. When we gathered for our post-ride wrap-up, the Rebel was voted the second easiest to ride.

One tester said he'd like to borrow this bike for his wife since she is quite petite. While it would be a great choice for smaller riders, it might cramp larger ones, negating its easy-going status. Kawasaki's Eliminator series was its performance-cruiser line.

Even the Eliminator is quicker than many larger-displacement bikes. However, being the smallest bike in our entry-level cruiser comparison meant the Eliminator started out with a 50 percent disadvantage when compared to the other contestants. Still, the little single has strengths that help it to stand up to challenge.

Although the Eliminator name is old, the version is the only new model in this test. Since the was released this year, its styling most closely follows current trends. From the snazzy tank badge to the chrome gas filler panel complete with warning lights , the Eliminator shares a family resemblance with the newer members of the Vulcan series.

Starting with a backbone frame that cradles the engine, the chassis, like all the others in this comparison, is pretty standard fare. A 33mm fork holds the inch wire-spoke wheel. Attached to the right side of that wheel, a single disc gets squeezed by a two-piston caliper. Atop the fork, a drag-style bar supports the speedo. The shapely tank looks like one from a much larger motorcycle.

The one-piece stepped seat gives the bike a sleek appearance. The rear fender adds a hint of sportiness. The rear suspension is a twin-shock, preload-adjustable affair. A inch rear wheel and a drum brake round out the rolling gear. The little engine utilizes a single cylinder to generate power.

The A single overhead camshaft actuates the two valves. Cam timing is kept accurate by an automatic cam chain tensioner while a counterbalancer negates vibration. A 28mm Mikuni carburetor handles the mixture. After the electronic ignition has done its magic, a megaphone-styled exhaust empties the cylinder. Both the carburetion and exhaust are tuned for bottom end and midrange power. The fruits of their labors are sent to the chain final drive via a five-speed transmission.

Riding the Eliminator highlights the engine's specific tuning. Pulling away from a stop, the engine feels strong initially, but the power falls off abruptly, forcing the rider to shift into second at about 11 miles per hour. Again, the engine feels strong initially, but just for a moment. Of all the bikes included in this comparison, only the Eliminator struggles to stay ahead of in-town traffic. Out on the open road, without other vehicles to gauge by, the provides a pleasant ride.

However, a move to the interstate reveals its dearth of power. The Kawasaki could comfortably maintain 65 mph, but try to go any faster and the engine feels like "it's gonna explode," as one tester put it. Not being able to travel easily on the highway limits the Eliminator's utility, which is too bad since it was the most comfortable bike we tested. The Kawi's riding position, ironically, felt like the largest of our quartet, striking an ideal balance between roominess and compact size.

Part of the big-bike feel to the riding position must be credited to the fact that the Eliminator feels heavier than it is. However, when the time came to apply the brakes, we were once again disappointed with the Eliminator. The brake control travel quite a ways before engaging with any force, causing concern on the first application of the brake after switching from the other bikes. Once accustomed to the low-power binder, we simply exerted extra pressure on the lever.

In addition, the rear brake pedal travel is excessive. From the moment that the drum's shoes start to drag, the pedal still needs to be pressed several inches to reach full application. Add its roomy riding position and good looks, and the little Kawasaki could make a nice economy ride. However, because of environmental regulations, California residents won't be able to buy the Eliminator at any price. Suzuki's Narrowly Fat Single Traditionally, Suzuki's cruiser line has leaned toward the aggressive end of the styling spectrum.

Just look at the Intruders and the Marauder. For the most part, the performance of these bikes has been in line with its styling. While the manufacturer had taken steps toward the fatter, more retro-styled segment of the market with the LC and new Volusia, most riders still think of Suzukis as performance machines.

The GZ tries to strike a position between Suzuki's fat and lean cruisers. With the widest front wheel in its class, delivering a classic feel and a turned up rear fender for a sporty look in the back, the GZ is fairly successful in finding the middle ground.

In the lightweight cruiser class, it has a look all its own. The GZ's engine is an air-cooled cc single that gets its displacement from a The SOHC head breathes through two valves.

Suzuki marauder 250 match store coffee flowers

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Suzuki marauder 250 Pickapp
Suzuki marauder 250 Also, with the handlebars at quick reach and forward positioned footpegs, riding down the boulevard makes for a comfortable experience. The chassis is a backbone frame construction. Here, again, the bikes are an asset in skills development. The Dunlop D rubber is, again, standard cruiser kit and seems to do the job. Bore x Stroke. The plot gives sufficient feedback even when pushed hard.
Suzuki marauder 250 80
Suzuki marauder 250 Add links. Wikimedia Commons. Up front, a 33mm fork connects the inch front wheel to the frame. The only notable complaint was the location of the rear brake pedal which some felt required too much forward movement to apply effectively. Light weight, the GZ is very easy to maneuver in tight parking lot conditions, giving no impression of being a cruiser at the first hand. A 33mm fork holds the inch wire-spoke wheel.

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1998 Suzuki GZ 250 test drive review

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My Suzuki GZ 250- Motorcycle Ride Pt 1 suzuki marauder 250

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