Suzuki V-Strom SX

Why to buy it? 

- Enjoyable engine

- Commendable handling characteristics

- Good road presence

Why to avoid it?

- Stiff ride quality

- Windscreen not very effective

- Expensive price

The new V-Strom SX is an adventure-tourer based on the Suzuki Gixxer 250, using the exact same engine and most of the hardware from the quarter-litre roadster. But, at the same time, it gets extra benefits that are associated with adventure-tourers. We tested this new product from the Japanese two-wheeler maker for a detailed road test review where we analysed its performance, comfort, and fuel efficiency levels. Here we tell you if the V-Strom SX deserves the price premium that it carries over the Gixxer 250 and whether you should buy it over the Royal Enfield Himalayan.

The V-Strom SX is designed for touring, and it packs styling cues to match the requirements. Thus, it gets a semi-fairing design, a windscreen, and upright ergonomics to enhance the comfort levels. The ADV-styling on the motorcycle includes a beak-style front fender, knuckle guards, better ground clearance, taller seat height, an engine bash plate, and a rear luggage rack. The ground clearance is 40mm higher while the saddle is 35mm taller than the Gixxer 250.

All of this leads to a tall stance and a good road presence. This, however, also adds to the kerb weight and the V-Strom SX is six kilograms heavier than the naked roadster. On the upside, while this adventure-tourer tips the weighing scales at 167kg, it carries that weight well and is almost effortless when riding or filtering through the traffic.

The appealing design of the V-Strom SX is backed by the assuring Japanese build quality. Thus, the panels are well put together with no uneven gaps in sight. The paint quality looks premium and the switchgear on the handlebar operates with an assuring click. That said, the ‘Mode’ and ‘Set’ switches come with a rubber cover and they require extra effort to operate when wearing gloves.

The quality of the equipment, such as the luggage rack and engine bash plate, too, is top-notch and these feel strong and sturdy. There weren’t any unpleasant noises from the panels, and the only complaint we had was regarding the vibrations from the footpegs that become evident after 6,500rpm.

One of the USPs of the V-Strom SX over its quarter-litre Gixxer branded siblings is the comfort level. The handlebar is tall while the footpegs are relatively neutral set – all of which contribute to upright ergonomics. Both, the rider and pillion seats are large and well-padded, thus providing a good amount of comfort during long rides. Then there are additional bits at the front, such as the semi-fairing and the windscreen, to protect against windblasts.

While the package sounds promising, it has some scope for improvement. The windscreen, albeit tall, doesn’t provide much protection from windblasts when cruising over 100kmph. The comfort department in terms of ride quality isn’t very impressive either as the V-Strom SX uses the same hardware as the Gixxer 250. Thus, it isn’t very friendly over bad surfaces. Now, there is a way around V-Strom SX’s stiff ride quality, and you can tackle bad surfaces by standing on the footpegs, but that is easier said than done. Why?

While the handlebar is higher than the Gixxer 250, taller riders will face some difficulty. At 5’10” tall, I had to lean forward in order to reach the handlebar while standing on the footpegs. The seat height, too, is on the taller side and while I could place both my feet on the ground, people who are 5’5” or shorter would have a tough time on the saddle, especially while moving the motorcycle around in the parking.

Although the ride quality and ergonomics aren’t the best in the segment, the V-Strom SX redeems itself when it comes to performance and handling.

The design is a major departure from the naked roadster or the semi-faired version. The engine, however, is exactly the same as the quarter-litre Gixxer models. Thus, this 249cc, oil-cooled, four-valve engine on the V-Strom SX makes the same 26.1bhp and 22.2Nm of peak torque as the Gixxer 250s. Similar to the Gixxer 250, the motor on the V-Strom SX feels comfortable anywhere above 4,000rpm and there is a noticeable step-up in acceleration post 6,000rpm. In fact, the motor continues to build momentum even closer to the redline, which makes it very engaging and fun to ride.

The engine feels comfortable at highway speeds with minimal noise or vibrations. Thus, you can cruise at 80-90kmph all day long. It is also possible to cruise at triple-digit speeds and the meter will happily cross 130kmph. However, the sound and vibrations become evidently louder once you cross 90kmph and it starts to feel stressed at triple-digit speeds. Meanwhile, the six-speed transmission feels crisp and smooth, and we didn’t face any issues with it. Furthermore, the light action of the clutch is an absolute boon while riding in bumper-to-bumper traffic.

The suspension, as mentioned before, feels stiff and it doesn’t iron out the undulations that efficiently. However, the tuning comes in handy while riding enthusiastically over well-laid surfaces and around corners. Sure, the 19-inch front wheel and dual-purpose tyres make it lazier than the Gixxer 250. Still, it feels sporty enough to have fun around the twisty roads. Further, the braking setup is satisfactory but not great. While it feels progressive, it lacks the initial bite and thus isn’t very confidence-inspiring.

Features and technology are where this Suzuki further shines over its competition. The standard list comprises an LED headlight, Bluetooth connectivity, USB charger, single-push start, and dual-channel ABS.

The Bluetooth-connectivity function, which works with a dedicated smartphone app, brings turn-by-turn navigation, notifications of calls, SMS, WhatsApp, and phone battery level indication on the LCD. The headlight performance is optimum and the V-Strom SX packs a good spread and throw of light after dark. The Bluetooth module on the motorcycle and the smartphone app, too, is easy to understand and operate. The only complaint we had was the absence of slipper clutch mechanism and non-switchable ABS.

The new V-Strom SX delivered a fuel economy of 36kmpl. This means that with a 12-litre fuel tank, the V-Strom SX can cover a range of 430km between fuel stops.

The V-Strom SX tries to be a jack of all trades and it does a decent job at that. It will take you to the office, and at the same time, munch miles out on the highway with equal ease. It packs decent performance and is backed by the assuring Japanese build quality. However, the stiff suspension setup, insufficient braking performance, and the expensive pricing work against it.

The Gixxer 250, which is nearly Rs 40,000 cheaper, does most of the things as the V-Storm SX. Furthermore, the Royal Enfield Himalayan, which retails in the same price range, is a far more versatile and comfortable motorcycle than the V-Strom SX. Now, this is not a good sign for this Japanese adventure tourer.

Photography by Kaustubh Gandhi