My Suzuki V-Strom 250 SX: Rides, upgrades & ownership experience

Bike pulls robustly, with good top speeds achieved on such a ‘puny’ bike. The mileage is 40 km/l.

BHPian Sebring recently shared this with other enthusiasts.

If you ever thought that there is a perfect formula for choosing the right bike, you couldn’t be further from the truth. In my riding group, I found that everyone had an opinion on ‘what a great bike was’, and gave me loads of ‘advice’ but the only opinion that should matter is mine. I didn’t need a dune-bashing ‘camel’ to sit on, or a mountain-conquering ‘goat’ under the saddle. My requirement was basic and simple; to clear the treacherous trenches and hills the City Municipality had laid out, in the name of roads, without loss of life or limb. I also needed to manoeuvre well in thick traffic without bumping other vehicles. This was it, really. Adventure bikes are really popular in my City for the exact same reason, as are the ‘pseudo-SUV’ cars. So after trying out a dozen ‘Cruisers’, ‘City-Bikes’ and commuter bikes my mind was now set on an ADV. I love legacy bikes because they’re far more evolved and ‘ready than ever’ compared to the ‘Johnny come lately’, and so the ‘Brand’ was foremost on the checklist. This was the reason the CB 350 had found a home in my garage and the new bike should have been nothing less. Two bikes that I absolutely adore from my travels abroad are the V-STROM from Suzuki and the Versys from Kawasaki, but even after numerous test rides, I was just not comfortable with the weight. I needed something ‘more flick-able’ in the City and then it arrived, almost on cue, the ‘Baby V-STROM 250’ – THE ‘MINI SUV’ OF THE MOTORCYCLE WORLD. But does it live up to the illustrious badging of the elder V-STROM? Read on to find out

The rule is to first list out likes and dislikes in a nutshell before proceeding. If you have followed the original VSTROM 250 thread and my first post on the first day of ownership, I had listed a few ‘wow’ points. Few of those are now going to be shredded to bits.

STROM in:

• I found the sitting angle to be the best. Plus, seat foam density is just right so I don’t feel fatigued at all. Long rides are a pleasure on this bike.
• Suspension takes heavy punishment in its stride. Not once have I heard a ‘thud’.
• Colour is like a ‘Yellow highlighter pen on wheels’. Other road users notice it and are aware of its presence (which holds true at night as well). An added safety feature, if I may say so.
• Bike pulls robustly, with good top speeds achieved on such a ‘puny’ bike. The mileage is 40 km/l.
• Engine runs cool even under heavy riding. After all, it was Suzuki that invented the liquid cooling technology.
• ‘Toughness in a tender shell’ design philosophy is to be experienced to be believed. Even fit and finish is fantastic, with gaps being uniform throughout
• Built like an ADV from ‘ground up’. I’ll explain my findings later on.
• Split-seat design is very comfortable for me as well as the pillion.
• Headlights are the best on any low-capacity bike I have used. This was quite a discovery. The oblong headlight design is really attractive (Usually, I’m a sucker for round shapes).
• Power outlet to charge devices is a thoughtful feature.
• Single cylinder Indian spec engine puts out 1.9 HP more than the global spec twin-cylinder unit.
• 19-inch front and 17-inch rear alloy wheels are adequate and well designed.
• Indian V-STROM, being 30 mm longer than the International model, was the right call. Ergonomics are comfortable.
• It is 31 Kgs lighter than the International model at 189 Kg and I feel ‘lighter is better, for great handling’.
• Has that ‘BIG BIKE’ feel, challenging many bikes higher up.
• Beak is a ‘stand-out’ design and the bike is recognized as ‘V-STROM’.
• Graphics are distinct. The top Box mount is really well made.
• All parts/accessories are available right from the word go. Providing a windscreen, top-box mount, and hand-guards (from the factory) is really thoughtful of Suzuki.
• Top of the tank (that is visible to the rider) is finished in matte black. Find it classy.
• Under-seat access via a lock, is really easy. It’s also spacious enough to fit a first-aid kit, manual and tools.
• Bike being ‘tall’, provides good visibility.
• Bash plate is well designed and is pretty strong.
• iOS and Android work well. Though I’m using a phone for maps and it’s on wireless charging.
• Footrest is good (rubber can be removed to reveal a claw grip, underneath).
• Givi/SW Motech have plenty of offerings for this bike since it is available abroad.

STROM out:

• Engine isn’t the smoothest, and with a pathetic mid-range. Comes alive only past 3,500-4000 RPM. However, I have found an acceptable solution in the K&N/BMC air filter. More on that later
• Footpegs position obstructs your legs. Should have been slightly rear set.
• Should have provided GPS/Phone mounting option like KTM does. Fixed this with a design of my own but then that’s money and time better spent elsewhere.
• Brakes were fantastic till 1000 km but faded out quickly. Replaced front brake set early at 1600 Kms as it had worn out.
• Brakes squeal once ridden in the rain, need to use a ‘cleaning spray’ often.
• In a few bikes with 6 gears, there is bound to be ‘one useless gear’ and in VSTROM 250, it is the 2nd. Does the same job as the 1st. 5 ‘well-tuned ratios’ would have worked just as well.
• Clutch isn’t as soft as the Hondas. Missing the ‘Slipper and Assist’. This may be an unfair comparison, but I am coming from Honda Country, am I not? (Rebel 350/500 and CB350)
• Seat height is a tad taller, but I got used to it. Replacement seats for short riders proved to be a dud due to lack of cushioning (Rs 1000 loss)
• Seat plastic core makes noise, and will break anytime soon. If I get to see what’s inside I’ll be able to tell if the plastic is flimsy.
• No TFT colour schemes for a 250 CC bike in this price bracket. The Tacho display is also too small, with undue importance to Bluetooth features on the unit
• Showrooms and the people manning them are out of touch with the modern. A product like the V-STROM 250 should have marked a new beginning for Suzuki with spanking new facilities (like Honda Big Wing and Yamaha Blue Square). My other bikes are the CB 350 and Aerox, so I know what I’m talking about.
• It has been 2 months and there is no sign of an RC card.
• Showroom shrugs away from applying any stickers and wants us to go to a ‘sticker shop’. I insisted and got it done from them, at ‘my risk’. If this were a hassle, accessories like wheel stickers/tank stickers/PPF should have come fixed from the factory.
• Brake pedal surface is slippery. Should have had ‘bite’ like the ones on KTM. Both my TCX and Alpinestars shoes slip on their surface.
• Phone charging point location is wrong. It should have been below the meter console and under the protection of the windscreen. This is basic thinking. The phone charging wire flaps around a lot when not connected. When connected, the cover flaps around in the wind.
• Wasted space beneath meter console. Could have been a net there to store gloves, or a box, or some kind of a sleeve even, to keep toll receipts.
• The bike has a bash plate which is a few inches short. It should have continued on to protect the bottom. I found a solution for this, by working with their team.
• Regret giving the bike to Suzuki authorized service for washing, as the cleaner used the dirt/mud-ridden cloth to clean the beautiful visor, putting a million fine lines on it (visibly disturbing at night). Have ordered a replacement but that’s nowhere in sight. This is the first Suzuki bike to get such a visor and cleaners need to be educated about this.
• Who puts a ‘gloss black’ tip on an ADV exhaust? This part got scratched while I was passing through thorns and shrubs. Have asked for a new piece which I can PPF protect (or even the steel ones from the past Gixxer models). My pillion rider has also put her shoe mark on this part as there is no metal piece to protect it.
• Visor should have been taller, and without the stylized V cut at the top. However, I have no major grouse with this, as extenders are available.
• MRF rear tyre isn’t as grippy as say – Metzelers or Pirelli. I’d have happily paid a premium for better tyres. The size should have been 150 instead of 140 (Thicker at the centre)
• Weak horn. Hardly anyone notices it.
• Indicators are flimsy and vibrate at speeds over 40 km/h. Planning to source strong ones (And, LED).
• Handguards should have had steel frame backing. Once a pigeon hit the part while I was at a speed of 40 km/h on a trail and that sent shock waves throughout that area and my left arm. It was a revelation for me, but no breakage anywhere, thankfully.
• No centre stand fitting possible for chain lubing etc. Reduces clearance by 15 mm, I’m told. So I need to invest in either roller or on a ‘Paddock’ Stand (plus bobbins). This is an additional cost.
• Service centre experience. Right now it feels like they’re only good for an oil change and chain tightening. In case there is any serious problem, I’m toast.

Continue reading BHPian Sebring’s V-Strom 250X review for more insights and information.

Keyword: My Suzuki V-Strom 250 SX: Rides, upgrades & ownership experience