New small enduro bikes were shown at EICMA-2016

Model of the budget adventurer Suzuki V-Strom 250

was first introduced in 2021 as the junior low-cost motorcycle in the V-Strom line.
The model is focused on the markets of Asia, Europe and Australia. Factory code - DL250
.

Despite the fact that the Suzuki V-Strom 250 positions itself as a model of the enduro-touring DL series, it is built on the basis of the naked Suzuki GW250 (aka Suzuki GSR250), inheriting from it a 2-cylinder in-line liquid-cooled engine with 2 valves per cylinder. The chassis, although it has a slightly modified configuration, still applies more to road users - suspensions with travel of 115 and 125 mm, respectively, cast wheels of 17′ and not the highest ground clearance of 160 mm. All this makes the V-Strom 250 a traditional modern marketing model, which is essentially a budget road bike wrapped in modern dual-sport style.

Key features of the Suzuki V-Strom 250 include a steel frame, a fuel-injected 2-cylinder engine, simple non-adjustable suspension, disc brakes with ABS, a 17.3 liter fuel tank, a 6-speed gearbox and a 188 kg curb weight. Trunk cases, windshields, 12V sockets, etc. are available as optional equipment.

Suzuki V-Strom 250: electronic options

• ABS
• Low RPM Assist
• Suzuki Easy Start System

The main competitors of the Suzuki V-Strom 250 (DL 250) in the class:

• Kawasaki Versys-X 300 / Versys-X 250
• Honda CRF250L Rally

Brief history of the model

• 2017 - official start of sales.

Model

: Suzuki V-Strom 250 ABS (Europe, Asia, Australia and others).
Factory designation
: DL250AL7.

• 2018 - no significant changes.

Model

: Suzuki V-Strom 250 ABS (Europe, Asia, Australia and others).
Factory designation
: DL250AL8.

• 2019 - no significant changes.

Model

: Suzuki V-Strom 250 ABS (Europe, Asia, Australia and others).
Factory designation
: DL250AL9.

• 2020 - no significant changes.

Model

: Suzuki V-Strom 250 ABS (Europe, Asia, Australia and others).
Factory designation
: DL250AM0.

• 2021 - the model is presented only on the Asian market.

Model

: Suzuki V-Strom 250 ABS (Asia).
Factory designation
: DL250AM1.

Motorcycle Suzuki DL 250 V-Strom Concept 2021 review

The description of the Suzuki DL 250 V-Strom Concept 2021 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls...

Suzuki DL 250 V-Strom Concept is a motorcycle not sold in Russia, equipped with a low-power 24.7 hp engine. Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.

A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.

Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Suzuki DL 250 V-Strom Concept, whose technical characteristics allow the model to be called a prestigious brand, are in demand among both beginners and experienced motorcyclists.

Motorcycles with an engine capacity of 248 cc / 15.1 cu-in. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.

Suzuki DL 250 V-Strom Concept belongs to a common class of motorcycles with an engine capacity from 125 to 250 kb. cmAs a rule, these are light and relatively low-power motorcycles. Here you will get flexible control, easy steering and low weight of the motorcycle. Therefore, such motorcycles are suitable for almost every beginner, regardless of their characteristics. The exception is motorcycles with two-stroke engines of the “sport” and “cross” classes, since bikes of this class are distinguished by more power and an extremely sharp response to the throttle, which also does not make them obedient to control.

Go to the entire range of Suzuki motorcycles, on this page you can find Suzuki DL 250 V-Strom Concept motorcycles from other years of production and information about them

Specifications

Suzuki V-Strom 250 (DL 250):

Suzuki V-Strom 250: Test drive from Auto-Ria

We have on test a newcomer to the Ukrainian and world markets that has already passed the break-in period: Suzuki V-Strom 250 . The motorcycle is equipped with a 248 cc 25-horsepower 2-cylinder engine with liquid cooling, a 6-speed manual transmission of the classic type and an anti-lock brake system on the front and rear wheels. From the factory, the motorcycle is equipped with a windshield, an LCD display and is prepared for the installation of side and rear cases. The cost of such a device is 165 thousand UAH. Production is established in China, but you can’t find fault with the quality: the fit of parts, the absence of rattling and the quality of materials are excellent.

The younger V-Strom is a bit of a late product. After all, the main competitors have been successfully selling on the market for many years now - the BMW G 310 GS and Kawasaki Versys-X 300 . Why “junior”? Because in the Suzuki line since the beginning of the 2000s there have been two large touring bikes - Suzuki V-Strom 650 and Suzuki V-Strom 1000 , which have managed to change generations and even undergone additional modernization and restyling. And yet, the company went the most reliable and safe way, adopting experience and competitors from the Chinese motorcycle industry.

If we are talking about competitors, then comparison with them is simply inevitable. After all, for a person who has seriously set out to purchase such a device, the choice comes down to just a few motorcycles and the differences between them. Perhaps we should start with appearance. And here, in my opinion, everything is very much for everyone. Firstly, the motorcycle has an unusual off-road design, which I personally like more than other sports bikes. But from the point of view of harmonious perception, the Suzuki has a holistic appearance: there is no desire to tune anything.

That's because the V-Strom is thoroughly prepared for everyday life from the factory. It was equipped with a powerful engine crankcase protection, a windshield, a cigarette lighter socket and a package for installing road boxes. The latter in their original design cost as much as 36 thousand UAH, but they are made wisely, with a thick wall and made of durable materials. But you can look for a cheaper alternative, although I have never seen such an approach to making cases before, and it is better to store photographic equipment that is often taken on trips in a safe place.

The bike turned out harmonious and is very reminiscent of older models. It just creates a feeling of some elongation. And this is not without reason: the V-Strom has a really long wheelbase, which shows itself positively in long races, when directional stability is important. Because of this, the seat was made long, so that the “second number” will remain incredibly happy with such space. In addition, the seat material is not the smoothest and there is no need to fidget on it after braking.

The seat height is 800 mm; with my height of 188 cm, the motorcycle is very comfortable to control, and it is also suitable for most riders, including girls. And the main problem with large capacity bikes is that the seat is too high, when even an experienced rider experiences inconvenience both off-road and, worse, in urban conditions. In our case, it will be convenient for everyone, but the clearance height was sacrificed. Taking into account the large wheelbase, you need to be more careful when calculating maneuvers off the asphalt. However, powerful protection will help you.

But for driving with a passenger, the geometric characteristics are chosen perfectly. My passenger, by the way, noted the convenience of the handles on the trunk, which prevented his hands from getting numb on a long journey. It seems like a small thing, but it can cause inconvenience - but not in our case. The only thing that stands out a little from the overall harmonious picture is a lot of space between the dashboard and the steering wheel. Although you can fit a gadget like a navigator there, right next to the factory cigarette lighter. But this moment immediately catches your eye. The dashboard is also informative in its indicators and has a very contrasting picture: even in conditions of maximum lighting they are easy to read.

Speaking about the headlight itself and driving at night (it’s not always possible to check a motorcycle in the dark), alas, I have to admit that the level of illumination from the head optics is insufficient. The headlight has a regular bulb, which barely copes with its task even in high beam mode. On a completely dark road it’s still okay, but when you’re driving along the highway and in the contrast of the headlights of oncoming traffic you stop seeing what’s happening in front of your motorcycle, it just takes you crazy. This is a very important parameter that requires special attention. But I would not classify it as an obvious shortcoming - the matter can be completely corrected with “a little bloodshed.”

The fact is that such sins are observed in many motorcycles, regardless of class and cost, and in most cases the lighting equipment requires improvement (at a minimum, replacing the “factory” dump). Even the recognized leaders of the large touring-enduro class have additional lighting in almost 100% of cases. There is no other way. Especially considering that when the V-Strom is tilted in a turn, the light beam cuts off another 50% of the illuminated section of the road, and precisely from the side of the outer trajectory. A good headlight will not hurt during the day, when it is better to announce your presence on the road with a confident beam of high beam. But you shouldn’t expect a miracle from one headlight.

On the remote controls, everything is standard: on the left are turn signals, a signal and a low-far switch; on the right is the engine “silencer” and the starter button. Special thanks for the emergency warning button, which is often necessary when driving in traffic jams, overtaking and during a forced stop. In this regard, the ignition switch has another extreme position when the steering wheel is locked, when you can leave the parking lights and hazard lights on: an extremely useful and convenient function! The wind protection on the motorcycle is scanty, for the sake of proportions; for a bike of this size, a wind shield of a more impressive size would look like an alien object.

But this does not detract from its effectiveness: at all speeds, up to maximum, not to mention cruising, this piece of plastic copes well with oncoming air flow and small flying creatures. Again, thanks to the thoughtful landing, not the highest and slightly set back from the steering wheel. For example, with my height, I felt the oncoming flow somewhere at the level of the middle of the helmet, while the wind did not hit my chest at all. By the way, a comfortable cruising speed is at the level of 110-120 km/h, the motorcycle rolls without overloading the engine, maintaining acceptable fuel consumption.

It can be kept within 3-3.5 l/100 km even with a passenger. Which, taking into account the huge 17.3-liter gas tank by the standards of the class, allows you to drive more than 500 km without refueling! With careful throttle operation and no mountain rides, of course. But you can safely go to the Carpathians without the risk of not making it to the gas station. No one can offer this - and this is another big plus of the bike and evidence of the company’s serious attitude to produce a model specifically for long trips. However, the Versus has a tank of a similar volume, but this is due, rather, to higher fuel consumption.

And in general, everything about this motorcycle rhymes with the word “balance”: the same applies to riding characteristics. Handling, ride stability and directional stability were influenced not only by the long wheelbase, but also by a very impressive weight: 188 kg. Thanks to the low center of gravity, there are no problems with balancing and shifting weight, but stopping downhill or when crossing obstacles off the asphalt will require some work. On the other side of the scale is the confidence that the motorcycle will not throw from side to side on obstacles. And this is clearly demonstrated by the very first long turn, when you can lay the bike on its side confidently and with a clearly chosen trajectory. Some competitors, in particular the BMW G 310 GS , slightly unload the front end, which, with a higher center of gravity, leaves its mark: it takes a long time to get used to. Suzuki doesn't have this problem. The moderately elastic suspension with the ability to change the rigidity of the central shock absorber draws an arc as if with a compass. And, most importantly, it most often ignores bumps, even when turning.

Regarding going off-road, at this moment you only need to remember the type of tires. From the factory, tires are installed here for driving on asphalt; dirt roads and sand are given to the motorcycle with great difficulty and often with safety legs. We must not forget that the wheels on the bike are cast, not spoked, so all obstacles must be overcome at a calm pace and without loading the tires and wheels with the sharp edges of cobblestones. Also for off-road use, it would be nice to be able to turn off ABS, but here there is no such chance. But on asphalt, the anti-lock braking system proves to be a reliable, loyal friend, ready to come to the rescue at any moment. It is difficult to bring the wheels to a severe lock; after all, the weight of the bike is appropriate, but on a wet road or a sandy surface, the relevance of ABS is difficult to overestimate. Especially on a long trip. The brakes themselves are designed for careful driving and do not have nervousness, which is necessary for a motorcycle of this type of purpose.

It was not in vain that I left my impressions of the engine as a “snack”: although the engine is an important part of the motorcycle, you still shouldn’t expect explosive emotions from such a cubic capacity. But we remember that these 248 “cubes” are divided into two cylinders, and this already provides a number of advantages. Firstly, engine operation becomes much more stable and balanced, you can forget about vibrations. Further, the engine spins quietly until the cutoff of 10,500 rpm, and without the feeling of overload. But the most important thing is that in our case we have an engine that is high-torque throughout the entire speed range without power failures and the need for frequent gear changes. Acceleration is not rapid, but even, and you can even drive downhill with a full load in high gear. The choice of gears also did not raise any complaints, and the clarity of engagement and finding neutral even on a stationary motorcycle is akin to the best “Honda” transmissions.

Although it was possible to pit the bike against its main opponents only conditionally, in absentia so to speak, this was enough to understand all the advantages and disadvantages of the motorcycle. The main (albeit solvable) disadvantage is the quality of light: if you plan to travel, it is better to worry about it in advance. The second caveat is that the engine is not the most powerful. You need to understand that you will lose about 10-15 km/h from the maximum speed, although the cruising speed will be approximately the same for everyone. But the ease of operation and traction control, smooth operation and meager fuel consumption (competitors have it almost twice as much) outweigh the dubious need to be a couple of km/h faster at maximum engine load.

This, by the way, will have a positive effect on the resource of the engine. I liked the motorcycle because of its balanced character, commensurate with the stated capabilities both on and off the pavement; the ability to carry luggage and a second passenger without loss of comfort, and also excellent directional stability. In addition, the price of the issue plays an important role. The cost of the basic version of the rest of the players in the class starts at 200 thousand UAH, which is more expensive than our tenacious hero, exactly for a set of good branded cases... What’s not an argument for saving on travel?

Source: publication "Auto-Ria"

Go to motorcycle: Suzuki V-Strom 250 (DL250)

Check out the test drives:

• Suzuki V-Strom 250: Test drive from the publication “Autocenter”

Review of the Suzuki V-Strom 250 (DL250) motorcycle

• Read review Suzuki V-Strom 250 (DL250)

BMW G 310GS

German designers from BMW were the first to show their new product. The BMW G 310 GS motorcycle is a redesigned and rethought G 310 R for off-road purposes. The bike is designed for beginners who like to travel over rough terrain. This is due to a good basic hitch and a temptingly low price. As you know, it is the line of budget models that provides the main sales to all Japanese manufacturers, which is why the Germans started their game in this segment.

The new enduro from BMW features classic Gelande-Strasse design cues, but with a more modern look, sweeping aggressive lines and a hint of off-roading. The bike is more oriented towards the road, but this does not mean that the BMW G 310 GS is bad off-road. Off-road is presented as a convenient option and a special opportunity; for this, the new product is equipped with a 17-inch rear and 19-inch front wheel. Compared to its successor, the new enduro has become a little heavier, but the engine remains without significant changes. 313 cubic centimeters and 34 horsepower are excellent and balanced figures for a small enduro bike.

Honda CRF250 Rally

The Japanese manufacturer Honda was the first to enter the fray with its new Honda CRF250 Rally. The bike was shown on the first day of the international motorcycle exhibition EICMA-2016 and immediately received thunderous applause from all those present. Small enduro, has a small 250 cubic centimeter engine, lightweight and reliable design and a very reasonable price.

Following Honda, other manufacturers showed their new products. The war in the small-capacity enduro class can be considered open and only the buyer will be able to determine the winner.

Suzuki V-Storm 250

The Japanese from Suzuki also provided their worthy answer to other manufacturers. Their new product, V-Storm 250, was shown at ECIMA-2016, in a completely finished and modified form.

In terms of its characteristics, the Japanese is closer to the Versus-X; it is also a bike for everyday use with the ability to drive off-road. On board the V-Storm 250, has a 248 cc two-cylinder engine with a rated power of 25 horsepower. As for the equipment, there is nothing complicated, it is a standard suspension and stamped wheels. The Japanese did everything to reduce the cost of their brainchild.

The V-Storm 250 is a simple and reliable enduro motorcycle designed for small touring rides on rough terrain. The bike comes standard with special mounts for installing additional panniers. The total weight of the new product is 178 kilograms. The tank holds 15 liters. According to the developers, the V-Storm 250 can travel more than 400 kilometers on one fill.

The Japanese plan to release more aggressive variations of their new small-capacity enduro; the V-Storm 250 XT version, equipped with 19 by 17 spoked wheels, has been announced.

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Kawasaki Versys-X 300

The next new product was the Japanese Kawasaki Versys-X 300. This bike was based on one of the most popular enduro motorcycles based on 650 cc. engine. The new Japanese is positioned as a bike for daily use with full dimensions, but with reduced performance and, accordingly, price.

Versys-X 300 is a simplified version of its older brother. New aggressive features, modern shapes, an increased size of the windshield, a comfortable seat with a slightly modified position and a wider handlebar make this bike an excellent alternative to overly powerful motorcycles. In technical terms, Japanese designers decided to take the path of simplifying and increasing the reliability of the entire structure. Versys-X 300 has a 296 cc two-cylinder engine. Spinal-type steel frame, reliable suspension with adjustment system. The electronic filling includes only ABS, and the brakes are represented by 290 mm and 220 mm discs.