: Suzuki TU250X
Specifications
Suzuki Volty (Grasstracker): specs.
| Overall width | 770 mm / 30.3 in – Volty (1994-2002, Asia) 750 mm / 29.5 in – TU250X Volty (2009+), ST250 900 mm / 35.4 in – Grasstracker 910 mm / 35.8 in – Grasstracker Big Boy | |
| Overall height | 1075 mm / 42.3 in 1130 mm / 44.5 in – Grasstracker 1145 mm / 45.1 in – Grasstracker Big Boy | |
| Seat height | 750 mm / 29.5 in – Volty (1994-2002, Asia), Grasstracker 770 mm / 30.3 in – TU250X Volty (2009+), ST250 790 mm / 31.1 in – Grasstracker Big Boy | |
| Wheelbase | 1325 mm / 52.1 in – Volty (1994-2002, Asia), Grasstracker 1375 mm / 54.1 in – TU250X Volty (2009+), ST250 1405 mm / 55.3 in – Grasstracker Big Boy | |
| Ground clearance | 160 mm / 6.3 in – Volty (1994-2002, Asia), Grasstracker 165 mm / 6.5 in – TU250X Volty (2009+), ST250 200 mm / 7.9 in – Grasstracker Big Boy | |
| Dry weight | 125 kg / 275 lbs – Volty (1994-2002, Asia) 140 kg / 308 lbs – TU250X Volty (2009+), ST250 120 kg / 264 lbs – Grasstracker 123 kg / 271 lbs – Grasstracker Big Boy | |
| Curb (wet) weight | ||
| FRAME | Type | Steel backbone |
| Front suspension, travel | Telescopic fork | |
| Rear suspension, travel | Swingarm with twin-shock | |
| Front tire size | 3.00-18 47S – Volty (1994-2002, Asia), Grasstracker 90/90-18 M/C 51S – TU250X Volty, ST250 100/90-19 57P – Grasstracker Big Boy | |
| Rear tire size | 120/80-17M/C 61S – Volty (1994-2002, Asia), Grasstracker 110/90-18 M/C 61S – TU250X Volty, ST250 130/80-18 66P – Grasstracker Big Boy | |
| Front brake | Single disc | |
| Rear brake | Drum | |
| Fuel capacity | 12.0 l / 3.17 US gal 6.0 l / 1.58 US gal – Grasstracker + Big Boy (2000 to Feb. 2008) 8.0 l / 2.11 US gal – Grasstracker + Big Boy (Sept. 2008+) | |
| Trail | 107 mm / 3.6 in – Volty (1994-2002, Asia), Grasstracker 92 mm / 3.6 in – TU250X Volty, ST250, Grasstracker Big Boy | |
| Fuel economy | 2.9 l / 100 km (82 mpg) | |
| ENGINE | Type | Air-cooled 4-stroke |
| Cylinder arrangement | Single cylinder | |
| Bore & Stroke | 72.0 x 61.2 mm | |
| Displacement | 249 cm³ (15.2 cu-in) | |
| Compression ratio | 9.0:1 – Volty (1994-2002, Asia), TU250X (1997-2001), Grasstracker 9.2:1 – TU250X Volty (2009+), ST250 | |
| Valve train | Chain driven SOHC, 4 valves – Volty (1994-2002, Asia), TU250X (1997-2001), Grasstracker (2000 to March 2004) Chain driven SOHC, 2 valves – TU250X Volty (2009+), ST250, Grasstracker (april 2004 +) | |
| Max. power | 20.0 hp (15.0 kW) / 7500 rpm – Volty (1994-2002, Asia), TU250X (1997-2001), ST250 (2004-2007), Grasstracker (2000 to Feb. 2008) 19.0 hp ( 14.0 kW) / 7500 rpm – TU250X Volty (2009+), ST250 (2008+), Grasstracker (Sept. 2008+) | |
| Max. torque | 21 Nm (2.1 kgf*m) / 6000 rpm – Volty (1994-2002, Asia), TU250X (1997-2001), ST250 (2004-2007), Grasstracker (2000 to Feb. 2008) 21 Nm (2, 1 kgf*m) / 5500 rpm – TU250X Volty (2009+), ST250 (2008+), Grasstracker (Sept. 2008+) | |
| 0 to 100 km/h | ||
| Top speed | 121 km/h (75 mph) | |
| CARBURETION SYSTEM | Type | Carburetor, 1x – Volty (1994-2002, Asia), TU250X (1997-2001), Grasstracker (2000 to Feb. 2008), ST250 (2004-2007) Fuel Injection, 1x 32 mm – TU250X Volty (2009+), ST250 (2008+), Grasstracker (Sept. 2008+) |
| ID | ||
| DRIVE TRAIN | Clutch | Wet, multi-plate, cable operated |
| Transmission | 5-speed | |
| Final drive | Chain | |
| Primary reduction | ||
| Final reduction | ||
| Gear ratio | ||
| ELECTRICAL | Ignition | CDI – carbureted version Fully transistorized – Fuel injection version |
| Alternator | ||
| Battery capacity |
Images
Suzuki Volty (Grasstracker): images, gallery.
Suzuki GRASSTRACKER 250 – scrambler or Big Boy?
The Suzuki Grasstracker 250 scrambler appeared in 2000 as an offshoot of the main Suzuki Volty (TU250) . The model has been in production for 10 years and has undergone a couple of restylings. In 2010, the motorcycle leaves the assembly line, but the stock has not yet been sold out.
A new bike could be bought even in 2021.
Gallery
What about Volty?
An interesting detail is that the release of the retro classic Volty continues.
It has changed several generations , the prefix has disappeared from the name, and its production continues as before. And it can also be noted that this model did not have an official restyling.
Technical characteristics of GRASSTRACKER 250
| engine's type | 4-stroke, SOHC, air cooled |
| Engine capacity | 249 cm3 |
| Engine power | 20.0 hp (15.0 kW) |
| Maximum speed | 120 km/h |
| Drive unit | chain |
| Supply system | carburetor |
| Transmission | 5-speed manual |
| Front suspension | telescopic fork |
| Rear suspension | pendulum, two shock absorbers |
In the form of a motor, Grasstracker received a conventional 4-stroke air-cooled engine with 1 cylinder.
During the restyling process, the 4-valve cylinder head distribution system was replaced with a 2-valve one . According to company representatives, it was made for easier maintenance.
Transmission and clutch
The bikes received a 5-speed gearbox .
According to reviews from the owners, it worked well, turned on clearly, and there were also characteristic clicks. And some opinions flashed that you can switch to a car. From first to fourth, and from fourth to neutral.
The main drive is standard - chain .
Brakes
Being a modification of the retro version, the brakes of the bike were quite simple.
There is 1 disc on the front wheel, and a drum on the rear wheel.
Hydraulic support for the front disc is provided by a 1-piston . In accordance with the retro concept, no frills options were offered.
Driving performance,
The maximum speed of the motorcycle is 120 km/h . As users say, the speedometer sometimes lies a little, so you may not see such numbers, but it’s quite easy to dial them. True, moving at such a speed is not very convenient; a comfortable cruiser is 80 km/h .
Acceleration to hundreds (dynamics
The dynamics of the bike are quite good, but for a retro motorcycle. From standstill to 100 km/h in 7 seconds . According to reviews, “ you can start racing with cars at a traffic light, but when racing in a straight line, the comparison will not be in your favor .”
Fuel consumption
Consumption, according to the manufacturer’s documentation, is 3 liters per 100 km . The average distance at one gas station is 150–200 km (standard tank is 6 l ).
Grasstracker Big Boy
The GRASSTRACKER Big Boy version was produced parallel to the main model and was distinguished by increased dimensions and higher ground clearance.
As already mentioned, the bike itself is considered a modification of the Suzuki TU250 Volty, but it also had its own variation, Grasstracker Big Boy .
Its differences were minimal - wheels of a larger diameter, but at the same time it received its own code.
While the main model had the TU250G, the big guy had the TU250GB.
Competitors
The situation with the motorcycle's competitors was difficult. Only Yamaxa was able to show the scrambler. It was the ST 225 Bronco , which began and ended its journey in 1997 .
The remaining representatives of the Japanese four offered retro models, direct competitors to the main line - Volty.
Peculiarities
The features of the motorcycle included:
- 2 springs for rear shock absorber;
- drum brake on the drive wheel;
- super small instrument panel - speedometer, turn signal and neutral indicators;
- a small glove compartment under the saddle - “to smuggle cigarettes, you can’t put anything else in anyway”;
- low center of gravity, good handling and maneuverability;
- large suspension travel, allowing you to drive even on light off-road conditions without problems;
- reliability - the motorcycle is as simple as a dime, there’s simply nothing to break.
There was also a comfortable fit for people of average height. For tall people, we could recommend the “big guy” (Grasstracker Big Boy).
Conclusion
For the money, the model fully lives up to expectations - a lightweight, simple bike for traveling around the city, fishing or short distances.
A user who got on a motorcycle not immediately after graduating from university, but a little later, is recommended to pay attention to the Suzuki Grasstracker 250. This Japanese device is suitable for a beginner in 2-wheeled vehicles due to its low speed and controllability, which allows you to control and predict a road stop.
It will also appeal to experienced people because of the ability to “drive when everyone is standing still,” save on fuel, and also simply move from one place to another.
And the proud name Grasstracker clearly indicates that, if desired, you can ride a motorcycle off the asphalt and ride through a field or a forest, getting to places where no other SUV can go. After all, this is what a scrambler stands for - a light bike that doesn’t care what the wheels are under – it just rides, carrying its owner wherever he wants.
Of course, the comparison will be subjective , I will try more to convey my feelings after switching from chekushka to liter. I'll warn you right away - there's a lot of text. A few words about buying motorcycles. Suzuki grasstracker BigBoy was purchased in July 2021 at the M... M... showroom, for 150,000 rubles with a mileage of just over 24,000 km, a motorcycle manufactured in 2005. Among the goodies: a different instrument panel, a cool bass exhaust. During all the time it was used for trips to and from work (30 km a day), to Kolomna, to the Zhukovsky Air Show, to Ryazan one day. In total, more than 4000 km have been accumulated so far. During the period of ownership, the following was completed: replacing the battery, tires, chain and sprockets, adjusting the valves, overhauling the front fork, carburetor, changing the oil and filter three times, spark plugs. At the exit, you can add even more than 50,000 rubles to the initial purchase amount. Among the features: 250 cubes, 20 horsepower, 6-liter tank, range to reserve 150 km. AI-95 consumption is from 3 to 5 liters per 100 km. It all depends on the quality of gasoline; after refueling at an unknown gas station in Ryazan, the consumption exceeded 5 liters. The cruising speed was 70-80 km/h, with the new Mitas E-08 tires, according to GPS, the maximum speed was 100 km/h. Africa was purchased from a Japanese auction through the guys K...-O... The idea to buy was born in early February 2021. We participated in auctions three times and finally, on March 1, my bid came through. On March 14, the spendthrift ended up in a Japanese port. Only then did I receive 40 photographs of the purchase. On April 6, photos arrived after Russian customs. And on April 21, I already received it from a transport company in Moscow. First impressions: the mot fully corresponds to the description from the auction. The main thing is that upon receipt, do not rush to start and drive off the purchased motorcycle: auctioneers sometimes sin by completely draining all technical fluids and, sometimes, removing the battery. My tank turned out to be completely dry!))) Auction inscriptions can be washed off really well with brake fluid, but without saving the fluid itself. And I erased the white marker with nail polish remover. Total: Honda Africa Twin CRF1000L 2016, 19,040 km mileage, new tires, small bumps all around, luxurious roll bars and additional protection, additional tools with the official kit. Price: 603,400 rubles - final price with delivery to Moscow. The same motorcycle with the same body kit and mileage in Moscow at that time cost from 775,000 to 8,150,000 rubles. At first, the hope was that I would start the 2021 season on Grasstracker, remember my skills and gradually switch to Afric. But things didn’t work out with our customs: the package with new stars for the Suzuki was lost after passing through customs and we had to order a new package, fortunately all this was done through the store and overpayments were avoided. As a result, I’ve been on the new Africa since April 21, and the Suzuki was given back to me after service only on May 13. 1000 km have already been driven in Africa: 600 in Moscow traffic jams, 400 in the Vladimir region. First impressions: 1. Heavy - very heavy, at near-zero speeds you are still trying not to overwhelm it, there have already been 4 attempts to catch it, 2 times I managed to catch it, 2 times I still lay down. Results: slightly worn paint on the crash bar and a torn shin due to contact with the motocross stand. When traveling as a couple: you have to fight a lot with side winds at near-zero speeds. But even if you accelerate a little, all the problems go away: the motorcycle does not react in any way to the crosswind and wind of the truck, only the pilot feels the turbulence of the atmosphere. 2. Cross running boards - I decided to highlight them separately. While I was driving around the city I didn’t pay much attention to them, only the small snags on my jeans irritated me. Yes, it is comfortable to stand in a rack. But after traveling to the Vladimir region and back, I decided that I would change it: at engine speeds above 4000, small, infuriating vibrations appear. In the last 100 km I tried to find a position for my legs so that there would be less vibration. You have to think about what to do, since there are no official ones in Moscow, and due to the individual structure of the mounts, universal footrests are not suitable. So far there is an idea to wrap it with rubber from old inner tubes. 3. Engine speed: Suzuki does not have a tachometer, so I control the engine by sounds and sensations. Africa has a beautiful tachometer stripe. First conclusions: up to 2000 rpm - the engine is very drowsy, everything tries to kick. Due to the special structure of the crankshaft, the Crossplane tries to stall like a V-shape: with periodic bursts of bucking. I had to look for the engine power curve. And after that I realized that up to 2000 it’s practically idling, when changing gears, keep the revolutions just above 2000. After that, stable power is produced including up to 4000 - this is already 120-130 in 6th gear (according to GPS 110-120 km/ h). Then, a short plateau - and the next peak of power. But in practice, above 5-6 thousand, the desire to unscrew has not yet appeared, since after 130 km/h unbearable vibrations begin on the cross-country running boards and you have to fight the oncoming flow. Yes, I tried to lie down on the tank, it gets easier with the wind, but it’s not very comfortable. So far the conclusions are as follows: everything above 130 km/h (according to GPS 120 km/h) is temporary and forced. 4. In terms of consumption, the on-board computer announces the following figures: mixed driving style (traffic jams, rare accelerations of more than 100 km/h) - 5.3 l/100 km. Long-distance cruiser - 4.3 l/100 km. In fact, refueling is 6.3 l/100 km for a long distance, the range at this consumption without using the reserve is slightly less than 300 km. 5. Seating: classic - straight back, it is possible to move a little along the chair. The previous owner received a re-upholstered standard chair. Result: after driving for 400 km, the fifth point is soft and a little rotten. But diaper rash can be easily dealt with by driving a little while standing until the characteristic sound of bells rings. Compared to the Grasstrucker (it was also possible to travel 400 km in one day), it’s a real sofa. For rides of more than 50 km, the Suzuki had to wear cycling shorts with a rubber pad in order to somehow protect the butt. After boarding a good fellow, 184 cm tall and weighing less than 90 kg, no discomfort was noted during boarding; everyone lives their own lives and does not interfere with each other. Of course, this also depends on the quality of the suspension; in Africa you don’t need to constantly monitor the road surface. During a daily trip along the repaired Gorkovskoe Highway, almost all defects of the road surface were tested. Africa holds all the vicissitudes of fate without any tangible response to the buttocks and back of the rider. 6. Wind protection: stock glass - up to 130 everything is in a beam, above - pronounced noise appears, which already interferes with hearing the intercom at high volumes. If there is light short-term rain, then you will come home dry and clean, only the toes of your shoes indicate bad weather. If the exposure of the rain is greater and stronger: then nothing will help you. Compared to the completely naked Grasstarker - in almost all weather conditions, driving to and from work will not force you to wear a raincoat. In all the time I’ve been using it, I’ve only arrived once with completely wet pants, and even then, it was the strongest April thunderstorm in the Moscow region. But for a long distance trip I’ll still throw a raincoat in the pannier. 7. Handling and dimensions: in terms of the width of the handlebars, both motorcycles are almost the same - theoretically, crawling between rows should be the same, even the African has more advantages due to the high-mounted handlebars. But in practice, on the Grasstarker you calmly roll between cars, and on Africa you sweat quite a bit due to the pronounced heaviness at near-zero speeds. I agree: this is a matter of habit, on the other hand, if the side of the road allows it, then you stand up and, like a participant in Paris-Dakar, you head towards the goal. On the grass it’s not very comfortable: the low-mounted steering wheel does not allow you to take a stance. In Africa, for this purpose, there are even recesses on the tank for high-quality crimping of the motorcycle with your feet. Conclusions: Grasstacker is more comfortable in the aisle, but Africa can offer an alternative path. 8. Brakes: on the Grasstaker I learned to slow down by engine braking, but after changing to Africa, I stopped noticing the adequacy of such actions on the Suzuki. Africa's engine slows down noticeably, but these are signs of a large-volume twin-pot engine. After Africa, I realized that there were practically no brakes on Grasse, and at the next intersection I increased the distance to the cars in front. I don’t think that Suzukis don’t have brakes - they’re just sufficient for this class of motorcycle and engine size. And yes, Suzuki taught me to take care of the front brake when the motorcycle on asphalt with sand began to fold due to sharp braking with the front wheel. Regarding the pronounced dive of Africa when braking: yes, they are present only if you brake only with the front brake. If you press the rear one in advance, and then actively the front one, then no pecks are noted. Regarding the African brakes: they are of high quality and well controlled. ABS front and rear, switched off at the rear wheel, there is no integrated circuit, each wheel lives its own life. I tried everything on the site to slow down to the mark on the asphalt - zero results, only vibrations on the handle and brake pedal from the ABS. 9. Traction control: Suzuki doesn't have it (haha). I simply managed to unintentionally lift the front wheel into the sky many times before replacing it with heavier, more versatile tires. In Africa, with the most senior level of traction fully engaged, even when a passenger was seated without adjusting the suspension, and even so, during everyday use, the front wheel never tried to leave the ground. You don’t feel that the system is working, just the engine power is dosed to the rear wheel. When driving on mixed ground (pieces of asphalt + soil + sand + pebbles), you feel that the rear wheel slips and crawls a little, but in such a measured way that you have enough to release a moderate dose of adrenaline into your blood for a more accurate understanding of the situation, without panic. 10. Maintenance: with Grasstacker everything is already clear - there are spare parts, but more often on order, the price of maintenance is reasonable. When buying a 2005 motorcycle, I was already aware of certain additional expenses. Self-service: changing spark plugs, oil, filter - simple and pleasant, everything is real and made of iron. If your hands are in the right place and you have experience, then you can completely disassemble and reassemble the motorcycle yourself, the valves are without hydraulic drive, the carburetor is a standard Mikuni. In terms of technical solutions, it often overlaps with the checks of the Russian-Chinese automobile industry. In Africa, things are not so simple: maintenance must be immediate and comprehensive. For example: if you replace the internal spark plugs, you need to remove the radiators from the mount. To move the radiators, remove all the front plastic. And about two air filters - this is no longer a joke: remove the entire lining of the muzzle. That's all the two pieces of plastic are holding. And so we changed the spark plugs. Joke. They checked the fuel lines, but it turned out to be easier to get the internal spark plugs from above than according to the manual, through the radiators. But now it’s no joke, when we were looking for contacts for the cigarette lighter, we found an Easter egg from heaven - the instrument panel cable. So, the first results: filters (air and oil), 4 liters of oil, 2 liters of antifreeze, 1 liter of brake fluid - about 7,000 rubles. To this amount we had to add candles of 7,800 rubles, since during the check the gap no longer fit into any gates. Scope of the first maintenance after purchase: pulling cables, steering bearings, motorcycle chassis, changing oil (4100 ml included) and antifreeze (1600 ml used) and filters, bleeding brakes (500 ml used), installing a cigarette lighter, replacing spark plugs, servicing the rear progression shock absorber, anti-corrosion treatment of contacts and a little bit more - 17,000 rubles. Conclusions when servicing: the front plastic is very fragile, the protective arc of top manufacturers is attached to a delicate spider - it may protect the plastic if it falls, but the spider will definitely lead. Judging by the condition of the progression bolts and spark plugs, routine maintenance needs to be carried out more often than the manual says, for example spark plugs - on 24 thousand they are only checked, but we have to replace them. Maybe the mileage on Japanese motorcycles is also reduced? Pass the fords carefully: the air intakes are high, but if you grab water, you will have to remove the plastic for a long time in order to get to the filters. 11. Muscle memory effect. I decided to highlight it because I’ve already been burned more than once.
It goes without saying that the chekushka must be spun up to its full potential or you won’t go anywhere. According to old muscle memory, when leaving the adjacent territory, I was distracted for a couple of seconds to assess the situation at the additional road. When I glanced at the speedometer, the figure horrified me - in 2 gears in a populated area the speed in Africa exceeded 130 km/h. After this, emphasis was placed on throttle control. After receiving the Grasstrucker from service, I was bothered by the stiffness of the steering wheel when cornering at low speeds. Did the craftsmen really re-tighten the steering bearings? But why is there no such resistance at speed? Only after analyzing the situation, I realized that at near-zero speeds I always cling to Africa with an iron grip, fearing to overwhelm it. Conclusions have also been drawn regarding the management style. And the most difficult section is conclusions . Is there a place for living on the DOP for such a class of motorcycles as chekushki? YES!!! Absolutely, yes. I realized for myself that there is no need to run after engine sizes. I consider my growth path to a liter adequate. The first, Honda CRM 50, answered the question: is it necessary to ride motorcycles at all? The second one (Grasstacker) taught me to see the road situation and know my limits. Of course, there are not enough half-liter ones for experience, but the real situation in the motorcycle industry market is such that it is very difficult to take a fresh tourenduro without a run across Mother Russia and without headaches. Africa is friendly (as long as the traction control is turned on) , and forgives many beginner mistakes, but all this in moderation. This device can be very aggressive and unpredictable, as well as in the speed it can achieve (there are craftsmen who have clocked up to 217 km/h). These two devices have absolutely no overlap in life: on Africa you can fly thousands of kilometers from home (of course, having prepared it and yourself), and on a Grasstrucker, slowly making your way along narrow forest paths, get to the lake near your house. Nowadays, after every ride in Africa, I still wipe the nervous sweat from my forehead, but quietly the mileage has increased significantly. And on the grasstracker I ride, realizing my limits and place on this road and in life, slowly achieving enlightenment and peace of mind. Grasstrucker is real, iron-clad, quietly whispering to you in a deep voice. If you feel that the mixture is rich, then, standing at a traffic light, tighten the carburetor screw and you will roll on. But the main thing is that even now, after every ride on them, I get out of the saddle with a big smile on my face.
Suzuki Grasstracker Big Boy 250
Congratulations to you and us on your next purchase of a training motorcycle. During the training, you will be able to practice on all types of training motorcycle equipment presented in our motorcycle school: Yamaha YBR 125, Stels Flame 200, Yamaha TW 225, Honda cb 400 ss, KTM 200 Duke, Yamaha drag star 400.
In March 2002, Suzuki launched two models: the TU250G Grasstracker and a larger version of the same model, the TU250GB Grasstracker BigBoy. As the name of the model suggests, it has much in common with the TU250 Volty motorcycle, but its design and chassis are more suitable for off-road riding. However, these two models are not pure SUVs, but rather are designed for different driving conditions. Technically, these models are identical, except for some details. The Bigboy model has both a kickstarter and an electric starter. It also has larger wheels and tires. The frame and engine of these models are identical. Despite the fact that the models were released in the 21st century, they have a 70s look and are quite inexpensive. The TU250GB Grasstracker Bigboy was available in yellow/black, white/blue, and black/orange color schemes. The engine of the model is 249 cc 4-stroke with 1 cylinder. Equipped with an air cooling system. Engine power is 20 horsepower, achieved at 7500 rpm. The maximum torque is 21 N•m at 6000 rpm. The front wheel has disc brakes. The rear wheel has a drum brake.
I really enjoyed the lesson with Dmitry! It is immediately obvious that he has extensive experience teaching driving. Yomko succinctly outlined the theory. Everything is to the point and extremely clear. There is still time left for driving in the first lesson. We worked on at least five exercises and, although I didn’t do everything perfectly, I left happy and inspired by the idea that I could master driving. I recommend to all.
There are many motorcycle schools in Moscow: Mosgortrans, Motostadi, Tevalyashka, Mosmoto, Motoobraz, etc. But I studied in Acategory for motorcycle driving courses. I passed the exams for category A on the indoor platform, practiced on the 2nd attempt, and was worried. Retake for free! Motorcycle driving training also took place in a covered, warm, spacious area. The motorcycle park is amazing. I even managed to ride around the city with a new license before the end of the season, and rented a motorcycle at school. Thanks for your professionalism!
I studied with motorcycle instructor Alexey, the goal was to get category A, at first I thought I wouldn’t pass at all and it would be easier to buy a license, in the end I passed the traffic police exam the first time and even took a stunt riding course. I will continue training, there are competitions ahead. The school has beautiful printed gift certificates for driving, it’s not a shame to give such a gift.
Completed a motorcycle driving course. Got a category A license. Excellent driving school in Moscow. Traffic regulations for category A are the same as for category B. The driving area is very large in Vegas next to the go-kart, non-gas-free, warm. You can ride a motorcycle in winter. I recommend to everyone! Motorcycle instructor Nadezhda sorts everything out down to the smallest detail, helps correct mistakes and is very cheerful.
This is a real school for experienced motorcyclists, training on Yamaha tw225, Stels Flame 200, Duke ktm 200. I thought how, having category B, get category A, A1, M. It’s simple - study at the Acategory motorcycle school! They told me how to store a motorcycle in winter, and I went through a safety driving school with them. If you need to learn how to ride a motorcycle, then this is the place for you! The cost is justified by the quality of the material supplied and the rules of operation of the motorcycle controls. Dmitry is fire! Clear and to the point!
I have always felt a craving and passion for motorcycles. I got into this wonderful driving school. I met like-minded people and did not regret it. Category A is open, I passed the exam the first time. They helped me choose my first motorcycle and taught me everything I know now. Roman is the best motorcycle instructor! Very courteous and lively, always there during class.
I passed my license A in Moscow, but came from Saratov. I gained a lot of knowledge and skills. We organized delivery to the Traffic Police, category A is open on the driver’s license. I am grateful to the motorcycle school for a useful experience. Respect to motorcycle instructors Nadezhda and Alexey!
Got category A here! The traffic police exam was not difficult to pass. The best motorcycle school in Moscow! Motorcycle instructors are knowledgeable and experienced. There is a motorcycle storage service with the possibility of training on it in a covered, warm winter area. Very convenient and inexpensive. Thanks to motor school A category!
... I did practice at the Acategory motorcycle school. I advise you - different, unkilled motos, during practice they give everyone a ride. Special respect to the instructor Alexander, he will teach you everything, even if this is your first time riding an iron horse, he will tell you where you need to, and where you need to scold, but everything is to the point. I bought a motorcycle and equipment, passed the exam at the traffic police, and my license with a new category is already in my pocket...
I studied with instructor Alexander, very flexible approach and pleasant communication. Like many people, time is very difficult for me now, but they always found a time that was convenient for me. There are many sites, two of which are covered, which is important in bad weather, normal equipment where everything works (not all motorcycle schools have this). Alexander explains not only how to do it, but also what will happen if you do it differently, which is important for me, because I like to understand why it is necessary to do it this way, and not blindly repeat everything they say. If you have questions or doubts, the easiest thing is to call and personally agree on how and to what extent you need to deal, as I understand, all other questions regarding the purchase of motorcycles and equipment can also be solved. The guys communicate easily and give useful advice for free.
Motorcycle Suzuki ST 250 2002 review
Technical characteristics of Suzuki ST 250 2002
Engine Suzuki ST 250 2002
Transmission Suzuki ST 250 2002
Dimensions and weights of Suzuki ST 250 2002
Chassis and brakes Suzuki ST 250 2002
Dynamic characteristics of Suzuki ST 250 2002
Other characteristics of Suzuki ST 250 2002
Description Suzuki ST 250 2002
The description of the Suzuki ST 250 2002 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.
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 ST 250, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.
Currently, it is impossible to purchase a new Suzuki ST 250 motorcycle of the 2002 model year, since their production stopped 14 years ago. At the same time, the Suzuki ST 250 has excellent technical characteristics, so many people strive to purchase, if not a new, then at least a used version.
Motorcycles with an engine capacity of 249 cc. 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 ST 250 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 ST 250 motorcycles of other years of production and information about them
Motorcycles similar in characteristics to ST 250:
Suzuki Volty (Grasstracker, TU250X, TU250G, ST250): review, history, specs
| Models | |||
| Suzuki Volty (Europe, North America, Australia) (North America, Australia) | Suzuki ST250/ST250E | ||
| Models | ||
| Suzuki ST250 / ST250E 2008 (to 2021 – sales) | Suzuki Grasstracker/Big Boy 2000-2010 (to 2021 – sales) ContentsHistoryHistory | |
| Year | Country | Name/Frame/Engine |
| 1994 | Asia | Name : Suzuki Volty |
: Suzuki Volty1997Europe, North America, AustraliaName
: Suzuki Volty1998Europe, North America, AustraliaName
: Suzuki Volty1999Europe, North America, Australia, AsiaName
: Suzuki Volty
Code:
TU250XX; TU250X
2000Europe, North America, Australia, AsiaName: Suzuki Volty; Suzuki Grasstracker
Code:
TU250XY; TU250Y; TU250GY
2001Europe, North America, Australia, JapanName: Suzuki Volty; Suzuki Grasstracker Big Boy
Code:
TU250XK1; TU250GBK1
2002AsiaName: Suzuki Volty; Suzuki Grasstracker + Big Boy
Code:
TU250K2; TU250GK2 + TU250GBK2
2003AsiaName: Suzuki Grasstracker + Big Boy
Code:
TU250GK3 + TU250GBK3
2004AsiaName: Suzuki ST250; Suzuki Grasstracker + Big Boy
Code:
ST250K4; TU250GK4 + TU250GBK4
2005AsiaName: Suzuki ST250; Suzuki Grasstracker + Big Boy
Code:
ST250K5; TU250GK5 + TU250GBK5
2006AsiaName: Suzuki ST250; Suzuki Grasstracker + Big Boy
Code:
ST250K6; TU250GK6 + TU250GBK6
2007AsiaName: Suzuki ST250; Suzuki Grasstracker + Big Boy
Code:
ST250K7; TU250GK7 + TU250GBK7
2008AsiaName: Suzuki ST2502009North America, AsiaName
: Suzuki TU250X; Suzuki Grasstracker + Big Boy
Code:
TU250XK9; TU250GK9 + TU250GBK9
2010North America, AsiaName: Suzuki TU250X; Suzuki Grasstracker + Big Boy
Code:
TU250XL0; TU250GL0 + TU250GBL0
2011North America, AustraliaName: Suzuki TU250X2012North America, AustraliaName
: Suzuki TU250X2013North America, AustraliaName
: Suzuki TU250X2015North America, AustraliaName
: Suzuki TU250X2016North America, AustraliaName
: Suzuki TU250X2017North America, AustraliaName
: Suzuki TU250X2018North America, AustraliaName
: Suzuki TU250X2019North America, AustraliaName
: Suzuki TU250X
Specifications
Suzuki Volty (Grasstracker): specs.
| Overall width | 770 mm / 30.3 in – Volty (1994-2002, Asia) 750 mm / 29.5 in – TU250X Volty (2009+), ST250 900 mm / 35.4 in – Grasstracker 910 mm / 35.8 in – Grasstracker Big Boy | |
| Overall height | 1075 mm / 42.3 in 1130 mm / 44.5 in – Grasstracker 1145 mm / 45.1 in – Grasstracker Big Boy | |
| Seat height | 750 mm / 29.5 in – Volty (1994-2002, Asia), Grasstracker 770 mm / 30.3 in – TU250X Volty (2009+), ST250 790 mm / 31.1 in – Grasstracker Big Boy | |
| Wheelbase | 1325 mm / 52.1 in – Volty (1994-2002, Asia), Grasstracker 1375 mm / 54.1 in – TU250X Volty (2009+), ST250 1405 mm / 55.3 in – Grasstracker Big Boy | |
| Ground clearance | 160 mm / 6.3 in – Volty (1994-2002, Asia), Grasstracker 165 mm / 6.5 in – TU250X Volty (2009+), ST250 200 mm / 7.9 in – Grasstracker Big Boy | |
| Dry weight | 125 kg / 275 lbs – Volty (1994-2002, Asia) 140 kg / 308 lbs – TU250X Volty (2009+), ST250 120 kg / 264 lbs – Grasstracker 123 kg / 271 lbs – Grasstracker Big Boy | |
| Curb (wet) weight | ||
| FRAME | Type | Steel backbone |
| Front suspension, travel | Telescopic fork | |
| Rear suspension, travel | Swingarm with twin-shock | |
| Front tire size | 3.00-18 47S – Volty (1994-2002, Asia), Grasstracker 90/90-18 M/C 51S – TU250X Volty, ST250 100/90-19 57P – Grasstracker Big Boy | |
| Rear tire size | 120/80-17M/C 61S – Volty (1994-2002, Asia), Grasstracker 110/90-18 M/C 61S – TU250X Volty, ST250 130/80-18 66P – Grasstracker Big Boy | |
| Front brake | Single disc | |
| Rear brake | Drum | |
| Fuel capacity | 12.0 l / 3.17 US gal 6.0 l / 1.58 US gal – Grasstracker + Big Boy (2000 to Feb. 2008) 8.0 l / 2.11 US gal – Grasstracker + Big Boy (Sept. 2008+) | |
| Trail | 107 mm / 3.6 in – Volty (1994-2002, Asia), Grasstracker 92 mm / 3.6 in – TU250X Volty, ST250, Grasstracker Big Boy | |
| Fuel economy | 2.9 l / 100 km (82 mpg) | |
| ENGINE | Type | Air-cooled 4-stroke |
| Cylinder arrangement | Single cylinder | |
| Bore & Stroke | 72.0 x 61.2 mm | |
| Displacement | 249 cm³ (15.2 cu-in) | |
| Compression ratio | 9.0:1 – Volty (1994-2002, Asia), TU250X (1997-2001), Grasstracker 9.2:1 – TU250X Volty (2009+), ST250 | |
| Valve train | Chain driven SOHC, 4 valves – Volty (1994-2002, Asia), TU250X (1997-2001), Grasstracker (2000 to March 2004) Chain driven SOHC, 2 valves – TU250X Volty (2009+), ST250, Grasstracker (april 2004 +) | |
| Max. power | 20.0 hp (15.0 kW) / 7500 rpm – Volty (1994-2002, Asia), TU250X (1997-2001), ST250 (2004-2007), Grasstracker (2000 to Feb. 2008) 19.0 hp ( 14.0 kW) / 7500 rpm – TU250X Volty (2009+), ST250 (2008+), Grasstracker (Sept. 2008+) | |
| Max. torque | 21 Nm (2.1 kgf*m) / 6000 rpm – Volty (1994-2002, Asia), TU250X (1997-2001), ST250 (2004-2007), Grasstracker (2000 to Feb. 2008) 21 Nm (2, 1 kgf*m) / 5500 rpm – TU250X Volty (2009+), ST250 (2008+), Grasstracker (Sept. 2008+) | |
| 0 to 100 km/h | ||
| Top speed | 121 km/h (75 mph) | |
| CARBURETION SYSTEM | Type | Carburetor, 1x – Volty (1994-2002, Asia), TU250X (1997-2001), Grasstracker (2000 to Feb. 2008), ST250 (2004-2007) Fuel Injection, 1x 32 mm – TU250X Volty (2009+), ST250 (2008+), Grasstracker (Sept. 2008+) |
| ID | ||
| DRIVE TRAIN | Clutch | Wet, multi-plate, cable operated |
| Transmission | 5-speed | |
| Final drive | Chain | |
| Primary reduction | ||
| Final reduction | ||
| Gear ratio | ||
| ELECTRICAL | Ignition | CDI – carbureted version Fully transistorized – Fuel injection version |
| Alternator | ||
| Battery capacity |
Images
Suzuki Volty (Grasstracker): images, gallery.
Suzuki Volty 250. aka TU250. Black Lightning))))
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Suzuki Volty 250. aka TU250. Black Lightning))))
A week has passed of owning this motorcycle and it’s time to say a few words about it.
. Preface
The choice of the first motorcycle was based in my case on the available material resources + the presence of a manual transmission + a volume for the money of at least 250 cc.
I took it from the company “1000. “. In the list in ascending order, he was among the first. It cost them 66,600 rubles, including pre-sale preparation (oil change, filter, spark plug replacement, chain lubrication, carburetor adjustment and cleaning). . year 2000. Auction: Overall Score-4, Engine-4, Rear-3, Front-4, Electrical-3, Exterior-3, Frame-4. Mileage 33286 km.
I don’t know if I did it right, but when looking at the auction sheets, the first thing I did was look at the overall rating, then the engine rating, and only then quickly glance at everything else. At that time, I thought that for modest money, this was the ideal motorcycle. And perhaps I was not mistaken))). In this price category there was a Bandit 250 - 69,700 rubles. rubles, for the year -1993, immediately pushed me away. And there were a lot of 125cc motorcycles that were a little cheaper. I purchased Volty for about 3 weeks, there were some delays, but in general it doesn’t matter anymore. I have it.
This motorcycle model was one of the most affordable models on the Japanese market. This is achieved by the fact that it is based on the design of the 80-90xx motorcycle. years, undoubtedly with improvements. The motorcycle has a classic look: a large round headlight, spoked wheels and a lot of chrome. TU250 is a standard motorcycle created by Suzuki. Referred to as the ST250 in the Japanese market, it has become one of the most popular platforms for motorcycle customization. TU250x known as ST250 E in the Japanese market. . TU250 known as Volty in the Japanese market. The early stage of the 1995-2004 TU series corresponds to the Volty series. Volty differs from a similar project of the ST series, such as the difficulty of translation - the shape of the seat and the massive tank (but of course there is some difference, such as the shape of the seat and the oil tank). The frame and engine are almost identical to those installed on the Volty and Grasstracker. The TU250X cleaner-burning, however, has electronic fuel injection and an exhaust oxygen sensor. The TU250 series ended production in 2005 and was replaced by the TU250x model on the export market. TU250G or TU250GB – Japanese domestic Grasstracker Bigboy model. Another Japanese version is VanVan, with a similar body, other models, and not exported.
. Specifications
..Suzuki Volty 250
basic information
Type: Naked bike
Engine and drive
Displacement.
249 cm3 Typ. Single cylinder stroke. 4 Power: . 20.00 hp (14.6 kW)) @ 7500 rpm Compression. 9.0:1 Bore x Stroke. 72.0 x 61.2 mm (2.8 x 2.4 inches) Torque: . 21.00 Nm (2.1 kgf-m / 15.5 ft.lbs) @ 6000 rpm Fuel system. Carburetor Valves: . 4 Bore x Stroke. 72.0 x 61.2 mm (2.8 x 2.4 inches) Fuel Control: . SOHC Cooling: . Air Gearbox. 5 speeds Dimensions
Weight: .
125 kg Height. 1075 mm Length. 2005 mm Width: . 770 mm Ground clearance. 160 mm Seat height. 750 mm Chassis
Wheelbase.
1325 mm Speed and acceleration
Power/Weight: .
0.1600 hp/kg 0-100 km/h . 11.1 seconds 0-60 mph. 10.5 seconds Other
Gas tank capacity. 12 l. Front brake. Single disc Rear brake: . Drum
. Suzuki Volty in my eyes
Since this is my first motorcycle, naturally I have nothing to compare it with. Therefore, in my eyes it is fast, for 20 hp. not bad at all. Of course, it doesn’t pull away so much that there’s smoke coming out from under the tires, but if you want, you can race the car at a traffic light. During the week's operation, I tried to determine its maximum speed, but since there is no way to get out of the city, I drove around the city. Up to 100 km/h, acceleration is confident and quite fast, after 100 km/h. less confident, but I can’t say for sure yet.
I got a Suzuki Volty 205 Y (identified by a sticker under the removable seat), black with a non-standard exhaust. Perhaps I would like to say a few words about the exhaust. The standard muffler has a modest and uncertain sound, in my case the sound is loud, bassy and bold. The sound of the Ural motorcycle is very similar, I rode with my father as a child. But I like. They hear me, which means there is a greater chance that they will notice + my helmet is cheerful (bright green is described in the topic “NUT on the head.”
), which also helps to notice me. “Passive safety”.
I can’t say anything about consumption yet, but I’ve already driven 50 km since the last refueling when the gas ran out. There is fuel in the tank, and in large quantities. According to the Internet, the consumption is from 2.7 liters. up to 4 liters per 100 km. mileage Quite economical. Driving the motorcycle is not at all difficult; at speed it is easy and unpretentious to control. But at low speeds I have problems, maybe I just don’t know how to drive. It’s the same on my bike)))). Suspension. Comfortable and soft. Small imperfections in the roadway are absorbed well. On serious bumps it bounces a little, but it’s all tolerable and forgiven. . Manual transmission, gear shifting is clear and comfortable. Switching is accompanied by characteristic clicks. . Light. Quite bright and wide angle of propagation; if desired, you can plug in a halogen light. . Landing. I am comfortable. The saddle is large and soft. People with big butts will fit without problems)))). Some problems with my motorcycle: time has not spared the chrome. The steering wheel is completely peeling and requires painting; other parts have rust spots in the form of spots. Back in Japan, the tank was dented and the right mirror was missing, there were life marks all over the motorcycle, the seat was slightly burnt, the front fork was leaking. + bent steering wheel (the transport company tried - described in the topic “Need help. PIG from the transport company or.”
)+ bent gear shift pedal+ broken lamp in the turn signal. I will gradually correct everything and bring it into proper form. There is nothing more to say for now.
. A little story about me and Volty
Returning home in the evening, some incident occurred that I don’t want to remember, but it led to the fact that I needed a “hand on the floor” and “rushing my hair back”)))) He flew, in one of the courtyards he tried to break into the alley and Instinctively, I pressed the front brake hard. The gravel-sand surface did not forgive me for this and contributed to my sudden and offensive fall on my left side. And most importantly, even at the purchase stage, I read articles that said that the first mot would fall often. I immediately told myself, I’ll ride slowly and carefully, there’s only one motorcycle. So no. ____So, he and I are lying on the ground, a light veil of dust has enveloped us. When I fell, I hit my chest hard on the steering wheel and the gas handle wrapped my T-shirt, like a shackle, pulling me to death. Then they helped me get up. I'm shocked, I can't understand anything. I turned off the motorcycle and parked it. In the twilight there was no point in looking at the damage; I immediately determined that the left turn signal was broken and broken. After the fall, another incident followed, a continuation of the first.
. In one hour.
I came home and realized that not only Volty was hurt, but I also needed help. Both knees are broken, there is a gift from the steering wheel on his chest. The gloves saved my hands, I am grateful to them for that, they themselves suffered (a small hole in the finger + slight tears in places). But in principle they are still fit for service.
The left leg was also damaged, but not as badly.
If I had bought motorcycle pants and boots, there would have clearly been no disastrous consequences for the body. So NO NEED TO SAVE ON EQUIPMENT. Life is more precious.
. The next day.
Having hobbled on his injured legs, he examined the motorcycle and discovered the following damage as a result of the fall: The turn signal glass jumped out of its grooves. The turn signal itself is designed in such a way that it disassembles when dropped, but thanks to the elastic material it does not break. The light bulb in the turn signal also broke.
The gear shift pedal was slightly bent from the fall.
The tank, fenders and frame were not damaged. This made me happy, because I had been worried all night that a lot of repairs would be required. Well done Volty, he stood it.
I have been tormented by wounds for 3 days now; it makes it very difficult to walk and work. Next time I’ll be smarter))))) I’ll undoubtedly tell and show you about something new. Thanks to all!))))
Motorcycle TU250GB Grasstracker Bigboy (2002): technical specifications, photos, videos
The BigBoy features large wheels and a wide handlebar. The motorcycle is equipped with a four-stroke engine, air-cooled and has a fuel injection system. It is also characterized by low fuel consumption and ease of starting.
- Sergey
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