Menus
- In-line twin, 248 cm3, 25 hp at 8000 rpm, 23.4 Nm at 6500 rpm, 188 kilos, € 5,749
- A small road trail in the tradition of the V-Strom family
- Discovery
- In the saddle
- Engine and transmission
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption / autonomy
- Conclusion
In-line twin, 248 cm3, 25 hp at 8000 rpm, 23.4 Nm at 6500 rpm, 188 kilos, € 5,749
A small road trail in the tradition of the V-Strom family
Fifteen. Fifteen years that the Suzuki V-Strom family knows how to talk to fans of smart trails. Because in a world dominated by the BMW R 1200 GS, Suzuki plays the card of pragmatism: since always, the V-Strom (the 650 entered the range in 2004) have never been neither the most efficient, nor the most beautiful, not the most sophisticated. And the update of the range in early 2017 did not change the situation: whether it is the 650 XT or the 1000 XT, they play the card of efficiency and value for money. Two arguments that can go straight to the heart of a large number of bikers.
Let’s say it right away, the new 250 doesn’t betray the family spirit. Which is interesting, because in the new perspective of the A2 license for all and given the growing success of the trails, offering new customers a "minimalist" version of the concept is not daring. Thus, we note the Suzuki offensive on the small-displacement niche: after the GSX 250 R and GSX-R 125 recently tested on the Den, here is this new V-Strom 250. It arrives on a paradoxical niche: already well crowded (BMW G 310 GS at the imminent arrival, Honda CRF 250 Rally, Kawasaki Versys-X 300, Royal Enfield Himalayan that we are longing to see tumble down….) but which still has everything to prove in terms of sales figures. So let’s see what the little news has under the hood.
Discovery
Hood which, moreover, does not cover a V-engine contrary to what its name suggests, but in line: a parallel twin as the English say, enough to want to rename this machine P-Strom, or even Pichtrounette, given its modest displacement. But since we are well-behaved people, let’s get to know each other better before considering any familiarities..
Regarding the look, no surprises: we are in the V-Strom family, especially in this yellow color inherited from the RM (a black and a red are also available), with this duckbill inherited from the Big DR. The round lighthouse brings a touch of originality without constituting a radical break with the family spirit.
For the rest, we are well in the codes of the road trail, with the 17-inch wheels, a generous saddle and a luggage carrier which is not bad either (it is given for 8.5 kilos of load and has many lashing hooks), an exhaust in the low position and a steel engine guard which should not resist a good stone for long.
In the saddle
At 800mm, the saddle is among the lowest in the category and the narrowness of the tank (which holds 17.3 liters) makes it easy to get on board. It’s not just the tank, which is narrow: the saddle and the handlebars are too, so apart from of course the shortest legs among us, the V-Strom 250 is everything. even accommodating for a wide range of different physiologies.
A small trail is an ode to the rediscovered simplicity of riding, so we won’t complicate your life with 3 engine maps and 10 levels of traction control. On the other hand, the brake lever is adjustable in 5 positions, the digital dashboard is both readable and very complete (display of the gear engaged, fuel gauge, average consumption, engine oil change indicator, shift-light….) . Suddenly, all you have to do is start: that’s good, there is the easy start function !
Engine and transmission
We have known this block since the Inazuma 250 and it is also used as it is on the GSX 250 R. Admittedly, its power is modest (25 horsepower), but we especially remember that it is a long engine. race, pledge of a torque available more easily. In fact, the maximum torque is available at 6,500 rpm, while the engine extends up to 11,000 rpm. The whole is connected to a 6-speed gearbox.
In the city
If a trail is essentially intended for a traveler, these machines are also great everyday companions. And the V-Strom 250 will revel in such an exercise: flexible engine (one walks the boulevards at 3500 rpm on the last report, at 50 km / h on a trickle of gas), while the soft controls and the content template are all arguments that make your life easier. The discreet exhaust sound contributes to the pleasure. The only possible inconvenience: a turning radius a bit large for such a compact machine..
On motorways and main roads
Thoroughly, by lowering the shoulders a little, we are at 140 meters. Out of respect for the mechanics, we can therefore estimate that a small 110 km / h cruising counter at 9000 rpm in sixth, that leaves a little bit of margin and that already allows to cut down the kilometer. Or, we decide that choosing this type of motorcycles is also making a choice of life and being confined to the secondary network, it is the assurance of more motorcycling pleasure..
On departmental
At 90 km / h in the last gear, the V-Strom 250 is already running at 7000 rpm. It’s high, but when you know that the maximum torque is available at 6500 rpm, then you can be confident since the revivals should, if not mind-blowing, however, be optimal. So, obviously, choosing this type of machine imposes a certain philosophy: there is certainly the financial aspect, which includes operating costs, in which case a 250 is a good deal. But you must also have taken stock of your motorcycle needs and consider that some form of decrease can contribute to happiness. If you are in this state of mind, then the V-Strom 250 can give you a lot of happiness..
Because despite its heavy weight and lack of sophistication, it is good for small roads, this bike. True, the engine has no character: it is linear and does what it can, but it does it anyway with an absence of ill will. The machine is objectively heavy: almost 190 kilos, it is objectively very heavy for such a machine. But the center of gravity is rather low and it only takes a short time to realize that the V-Strom handles effortlessly. It turns from one turn to another without forcing, it lets itself be taken with great ease, we can improvise on its handlebars, we play with bumps as if they did not exist: a real little trail, in fact !
Part-cycle
Only classic here: conventional telescopic fork and steel swingarm. The fork is not adjustable. On the other hand, the price of a proven technology, the weight is delusional for a 250 of 25 horses: 188 kilos. Fortunately we do not feel them too much in action. The tires are IRC Road Winner, in size 110/80 x 17 at the front and 140/70 x 17 at the rear and the grip is very good in the dry. The brand has a bad reputation in the wet. To confirm.
Brakes
Only classic here too: two discs in all and for everything, a "petal" design and a Bosch ABS central unit which has the merit of not tripping too much. Obviously, the braking is not violent, but let’s say that the power is in phase with the performance and that the safety is guaranteed..
Comfort and duo
No duo on this test, but rather a pleasant surprise in terms of comfort: the screen already protects the shoulders of a large "rider" and that’s not bad for a small motorcycle. Then, the saddle seems quite comfortable over time, the riding position is neutral and relaxed, the suspensions, without being sophisticated, do their job correctly, without unwanted snowshoeing. The prospective passenger will have enough space and grab handles. In short, it’s all good, in any case much better than its competitors, in particular the Kawasaki Versys-X 300 and its wooden saddle, or the Honda CRF 250 Rally, whose space on board will be more limited..
Consumption / autonomy
Here is one of the strong points of this machine: with its tank of 17.3 liters and an official consumption announced at 3.2 l / 100, the autonomy should exceed 500 kilometers. For our part, having made a test where we were at full speed a large part of the time, we noted 4 l / 100 on the on-board computer. So that’s all good for a lot of reasons: commuting and refueling only every two weeks, going on vacation by small roads without worrying about gas stations, or even knowing that the costs of use will be contained..
Conclusion
At each test, it’s the same, we keep shouting injustice: they are good, these little 250s. Not sophisticated, easy to drive, they make you want a daily de-stressed or, better, to resume the taste of the road, far from the beaten track and the radar industry. Simple, easy, agile, this bike certainly does not drown you in an ocean of emotions, but it does the job of making you rediscover, in a modest but serene way, the joys of secondary roads. Among its competitors, the V-Strom is actually less sparkling than the Kawasaki Versys-X 300, which for 50 euros more, offers 15 more horses and 15 pounds less: excuse a little, but it matters! On the other hand, the Suzuki is more comfortable, that also counts! For a few hundred euros more, we can have a look at the Honda CRF 250 Rally, much taller and more TT-like, but it is 30 kilos less, it’s really a beautiful object, its engine has more character. and its suspension comfort is royal.
However, each of these 250 trails has its own positioning, which should help (few) buyers make their choice. And it is ultimately from the cylinder capacity above that the threat comes: a Honda CB 500X at € 6399, or even a Suzuki SV 650 at € 6799 and we are in the presence of "real" motorbikes with a much greater range of action. Which amounts to perverting the debate, because let us repeat it over and over again: on a motorbike, degrowth has virtues !
Strong points
- Ease of driving
- Balance
- Agility
- Sobriety / autonomy
- Correct comfort
- Very decent IRC tires in the dry
Weak points
- Engine character without shine
- Turning radius not great
- High weight in absolute terms
- Feeling picking a bit rough
- IRC tire grip to be confirmed in the wet
- Some vibrations at cruising speed
Suzuki V-Strom 250 technical sheet
Test conditions
- Itinerary: a hundred kilometers in the English countryside around Silverstone
- Motorcycle mileage: 600 km
- Problem encountered: none
Competition: BMW G310 GS, Honda CRF 250 Rally, Kawasaki Versys-X 300, Royal Enfield Himalayan
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The MT09 gains a powerhouse by switching to MT09 Tracer (but this is not the case for the 700): it must be possible.
"Tires too round" ??? This is the first time I read this! Guy wants square tires ?? If he wants a little more agility on the change of angle, just overinflate the tires and that’s better, right? Where is the problem ?
Really a big "bravo" to these geniuses of the mechanics, it makes dream and we are impatient that these solutions are adapted in large series
In the big series you will never see it.
The Tesi is still released in the 90s, it is not yesterday.
Yamaha has tried the unconventional front end with the 1000 GTS and has not given the cover since.
Honda did not consider it useful to exploit the Elf patents concerning the front axle.
Gilera tried the 125 CX and no one was inspired by it either.
Even BM goes to the conventional fork on some R1200 / 1250 for questions of production cost it seems.
Out of the ordinary stuff doesn’t work, so I would be surprised if a big builder would risk a front end like this.
Seen the mouth of the tank, I dare not imagine the result on say the crotch in the event of frontal impact …
Aesthetic question, it is really not beautiful.
We can speak of "real" design in the Anglo-Saxon sense. Everything has been carefully studied. Ascanio is not only a very nice character but above all an enthusiast with a team of enthusiasts who can lift mountains. The proof they manage to homologate their motorcycles, which is really a big job especially as regards the anti-pollution standards..
If the caster angle is so closed, it is to compensate for the problem of non-existent offset on the Tesi system.
But since Ascanio has been developing the system, this is no longer a problem. The test proves it.
On the other hand, what is astonishing in the test, from the great journalist-tester Alan Cathcart, is that, on the contrary, the front tire wears much less because the tire is not as "stressed" as it is. with a fork, and this is confirmed for example in the major events of the World Endurance Championship with Team METISS and its MetisS prototype.
As for the other manufacturers, they were not already keen on developing the technology of others so now that we are only talking about electrification, the chassis do not have time for a big revolution.
A good summary for a good becane.
My Yamaha 350 XT: 32 HP / 135 kg with full … 1985 !
What interest such a template for a 250
I just add that the torque went from 6.44 to 10,000 rpm on the S2 version, the mapping having been revised on this version…
It is the "good all-rounder" motorcycle par excellence, flexible, light, powerful, ultimate road holding, generous and complete instrumentation!
Friendships.
It seems that she has finally come of age on this bike. Too bad that Yamaha did not do it right from the start! Now, her direct rival has also taken the hair of the beast!