Life and Times with Suzuki Gixxer 150 SF Fi ABS 2017 MotoGP Edition
The first photograph that I took of my Gixxer c.2017
Suzuki India’s Gixxer SF Fi ABS was often showcased as a stylish, fully-faired motorcycle. A machine that looked a cut above the everyday commuter. It even carried some sporting credentials, with Suzuki launching the Gixxer Cup, a one-make racing championship, to help promote it. But here’s the truth, no customer engagement program, no matter how creatively conceived, can transform a motorcycle beyond the limitations of its design and engineering.
In essence, the Gixxer SF was not the sport bike it was dressed up to be. It was and remains, a dependable commuter at heart, albeit one wearing the attire of a sportier machine.
On city streets, the Gixxer SF happily fulfilled its duties. It offered a comfortable ride, was easy to maneuver in traffic, and had slightly more presence than the average commuter thanks to its bulky, colorful bodywork, fatter tyres, and a large-looking tank (which, in reality, held just 12 liters of fuel).
Out on the highway, one could occasionally see owners push it hard, perhaps even overtaking other motorcycles for a fleeting moment. But these bursts of energy were short-lived. Anyone with a longer memory would recall that the naked Gixxer was actually benchmarked in 2017 against the commuter-centric Honda CB Unicorn 160 rather than against true sport-bikes like Yamaha’s R15. Suzuki had chosen its rivals wisely. In a straight fight, the Gixxer SF could never match the R15’s sharpness or performance intent.
For the record, the naked Gixxer and the Gixxer SF shared the exact same 155cc engine. Personally, I bought the SF in late 2017 primarily because I wanted a semi- or fully-faired machine for my daily 100 km commute. The R15 was too committed in riding posture for daily use, KTM was never on my shortlist, and Honda’s CBR250R felt excessive for a first bike while the CBR150R had nearly vanished from showrooms. That left SF as one of the few available options.
Ironically, just months later, the TVS Apache RTR 200 arrived. It was a better-balanced, value-for-money alternative that left me wishing I had waited.
Owning the SF over time reveals a lot about Suzuki’s philosophy in India. The brand builds motorcycles designed to last decades, needing only basic servicing and periodic part replacements. They avoid over-complication, seldom flooding the market with frequent updates or overloaded feature lists.
In fact, for a long time, browsing Suzuki’s official website for the V-Strom SX would show “Electronic Fuel Injection” proudly listed as a key engine feature; something long standard industry-wide. Priced around ₹3 lakh on-road at launch, such minimal updates exemplified how conservative Suzuki’s approach has been.
And in 2024, their smaller motorcycles still offer nothing beyond ABS in terms of electronic rider aids, making them feel dated alongside more aggressive, tech-laden competition. Compare this with KTM’s RC 390, which has seen transformative upgrades since its first generation. Suzuki’s parallel example? At best, a half-hearted navigation system on recent models.
The 155cc Suzuki engine is fundamentally a cruiser-oriented unit. It’s not designed for screaming top-end runs or rapid acceleration. Instead, it offers smooth, unhurried cruising and strong fuel economy.
When I tried to transform my own Gixxer SF into something sportier, the truth became clear. Indian riders chasing speed and adrenaline do not buy smaller Suzukis. They head to TVS or KTM. The Apache 160 produces 17.5 hp, the Pulsar 150 offers 14 hp, while Yamaha’s latest FZ V4 makes just 12.4 hp. These are big differences even if you believe the now infamous saying 'one does not ride the spec sheet'.
Let us not even discuss the very famous Suzuki India's poor afters sales services.
With no aftermarket performance parts available, I began my journey of transforming the Gixxer for a more personal experience suited to my needs. I began with the spark plug, which was my safest experiment. I installed Iridium NGK Spark Plug replacing my standard OEM. It did feel a bit pleasant but the thrill slowly faded away because it was not much of a difference to begin with and the difference was something that I got used to too fast.
Then, after a couple of months, I moved on to replacing my stock tyres. I got myself a pair of Timsun's. It was too much for my puny little motorcycle to ever ask for. I still enjoyed it a lot.
Couple of months later, I installed a handle-bar riser, then a touring seat
then, high lift cam shaft
and then, ceramic brake pads
and then, I got rid of side panels
and then, a larger front sprocket (one extra tooth!)
and then, free flow exhaust
and then, saddle stay for (you know what)
and finally I realized there is nothing you can do to a 150cc engine to yield any great results.
And yet I clocked in over 1,00,000 kms in a span of four years of active riding.
I never got to dyno test my motorcycle, but I will surely do so in the near future.
Where Yamaha and Honda present cohesive product ecosystems, Suzuki leaves its fan base adrift. In India, their line-up essentially consists of two street bikes and a tourer. Moving from the Gixxer 150 to the Gixxer 250 feels underwhelming, the latter ranking among the least exciting 250cc options in the market, second only to Yamaha’s FZ25 in terms of outright dullness.
In fact, a budget-conscious buyer could skip the Gixxer 150 altogether, purchase any current-generation 125cc motorcycle from a major manufacturer, save ₹50,000, enjoy similar performance, and arguably get more advanced technology and a more premium feel.
https://www.suzukimotorcycle.co.in
