2017 Suzuki GSX250R review

Sometime last century – the exact date matters not – my first bike was Suzuki's GSX250S. A 1982 model with a silver tank and red, Katana-esque 'Suzuki' lettering, I vividly remember that first surge of adrenalin as I wound on the throttle on a Sydney arterial, feeling the angry charge of all 29 snorting horses erupt beneath me.

It's a special connection that develops between a rider and his or her first bike, one that doesn't fade with passing years, so I wasted no time in sticking up my hand when Suzuki's new GSX250R became available just a few weeks ago.

Suzuki has been very active in the LAMS (Leaner Approved Motorcycle Scheme) sphere virtually since the system's inception, but it hasn't had a LAMS-approved sportsbike. In recent years Kawasaki has a sold a gazillion Ninja 300s and Honda has sold plenty of CBR300Rs. Yamaha has had its YZF-R3 for a few years too and now Suzuki is addressing its absence in the niche with the GSX250R.

Fun and easy
Note that this model has been designated as a GSX250R, and not a GSX-R250. That's because, while the full fairing and racy Metallic Blue No. 2 paint scheme shown here might dictate otherwise, this bike is aimed firmly at novice riders, providing them with a superb foundation on which they can build their riding skills.

In fact, the GSX250R actually produces about 4hp less than my GSX250S of all those years ago – or at least it does according to output figures released overseas for the new bike (Suzuki Australia doesn't quote horsepower or torque figures for its products here).

No, rather than red-hot performance for its engine class, the GSX250R produces entirely adequate performance that's ideal for commuting or the odd weekend day trip. The parallel-twin engine rewards enthusiastic throttle use, as in there's not a lot happening below 8000rpm but there's a pleasing spread of go from there until the bike's revlimiter kicks in, at 10,500rpm.

Underlining the sporty styling, which already shares strong visual cues with Suzuki's GSX-R supersports family, is a shift light on the smart, LCD instruments. It's too small and not bright enough to actually properly serve as one, but it's there nonetheless – winking on just a fraction before that revlimiter.

Keeping the engine on the boil and you're rewarded with enough go to mix it in city traffic, which realistically is where this bike will spend the majority of its time. To that end it's a superb commuter, being light enough and narrow enough to slip through the tightest of gaps with ease.

Ride position
The ride position is reasonably upright and places only a small amount of pressure on the wrists, leaving you firmly in command despite the clip-on handlebars, while your legs fit snugly against the bike's flanks. It's a comfortable proposition, even for this 188cm tall scribe, and the seat is padded well enough for longer rides.

The instrumentation is attractive and easy to read with a large digital speedo and two trip meters, each recording its own fuel consumption. Our test bike was basically brand new, only having a couple of hundred kilometres under its wheels, but the engine wasn't showing any signs of being overly tight. It revved freely in most of its six gears and delivered an excellent overall fuel economy of just 3.9lt/100km.

Even with a tiny 15-litre fuel tank, that's a safe working range of over 350km.

The gearbox is typically Suzuki-sweet, shifting cleanly and with reasonable precision. No issues or false neutrals were experienced during our time on the bike.

The suspension package is basic, comprising a non-adjustable and conventional front fork and a preload-adjustable rear monoshock, but between the springs and the chassis this bike is a fun little thing to punt down a twisty road.

There's a nice balance to the plot and it's stable at speed, and on the subject it'll easily handle 110km/h on the open road, with maybe another 25km/h still in reserve.

At 100km/h in sixth gear the mill is spinning at 7500rpm, although it doesn't feel like it's straining at all to do so.

The brakes too are fairly basic, comprising a single disc with twin-piston front stopper and a rear disc with single-piston caliper. The front needs a decent squeeze to produce the desired result but it's perfect for novice riders, for whom a strong initial bite or masses of power can be more a hindrance than a help.

In any case, the bike does come with ABS – perfect for those getting up on two wheels for the first time.

Priced at just $6790 ride away, the GSX250R costs $479 more than Honda's CBR300R but it's appreciably cheaper than both the Kawasaki Ninja 300 and the Yamaha YZF-R3, which are priced at $6199 plus on-roads and $6299 plus on-roads respectively.

Summing up
If you're on the hunt for a first bike or budget commuter, Suzuki's GSX250R fits the bill on every level. Attractive, comfy, fun to ride, priced right and with cheap on-going running costs, there's a whole lot to like about this model, and we're sure it's set to see a new generation of riders up on two wheels.

SPECS: 2017 SUZUKI GSX250R
ENGINE
Type: Liquid-cooled, SOHC, eight-valve parallel-twin
Capacity: 248cc
Bore x stroke: 53.5mm x 55.2mm
Compression ratio: 11.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 24.7hp (18.4kW) at 8000rpm
Claimed maximum torque: 23.3Nm at 6500rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Cross cradle
Front suspension: Conventional fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload
Front brakes: Single 290mm disc with twin-piston caliper
Rear brake: Single 240mm disc with single-piston caliper
Tyres: IRC Road Winner, 110/80 R17 front, 140/70 R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 181kg
Seat height: 790mm
Wheelbase: 1430mm
Fuel capacity: 15 litres

OTHER STUFF
Price: $6790 (ride away)
Colours: Metallic Triton Blue No. 2 or Pear Nebular Black
Warranty: Two-year/unlimited kilometres
Bike supplied by: Suzuki Motorcycles