Goodbyes are difficult when it comes to humans, but perhaps they are even more difficult for motorcyclists. For two months, Suzuki lent us their V-Strom 250 SX, and in that time it quietly became a staple in my garage, promptly and surprisingly replacing my trusty old TVS NTorq. On the surface, there’s barely anything in common between a scooter and a 250cc ADV. But how often do you go trail-hunting or mile-munching? Today’s ADVs spend more time getting groceries and doing cafe runs than hitting the twisties of Ladakh, and that’s where the Suzuki V-Strom SX shines. After spending around 60 days with the V-Strom 250, it manages to smoothly seep into your day-to-day routine, making it, as mentioned earlier, difficult to say goodbye, thanks to three main reasons and two reasons which make it easier.

Likes

A Unique Looker

If I had a penny for every time someone asked what company the V-Strom 250 belongs to, perhaps I’d be able to put a downpayment on the Suzuki ADV. Despite how common adventure-tourers have become in India, the V-Strom still manages to look unique in comparison, partly due to its design and partly due to the colour scheme on offer. Design-wise, the 250 manages to combine both angular elements (like the tank extensions, the fender, and whatnot) with round bits, primarily the headlights. This gives it not only a timeless look but also an imposing one. The yellow paint scheme of the long-term unit further accentuates this feeling. I remember more than one instance where folks would turn their heads in traffic to look at the motorcycle. While it won’t command the same attention as a Rs 10 lakh Ducati, it will help you get noticed.

The Tractability

The most impressive thing about the V-Strom 250 is not its go-anywhere ability, but rather the flexibility of its motor. As mentioned earlier, the single-cylinder mill is a boon for city riding, offering enough low-end torque to crawl in traffic and enough top-end performance to jazz up things on the highway. Although, it does have its caveats. Come closer to the 7,000rpm mark and the motor gets noticeably buzzy. However, credit where credit is due, it never feels uncomfortable, jarring, or stressed. Another impressive thing about the mill is its reliability. After being untouched for nearly two weeks, the V-Strom started seamlessly, without any lags or cold starts. Japanese engineering is at its best.

The Comfort

The Suzuki V-Strom’s first impressions might fool you. Yes, on paper the ADV is quite tall, with a seat height of 835mm. However, get on top of it and you’ll notice it’s also quite narrow, helping my 5’11 frame to settle with ease. There will be instances where you’ll need to tip-toe your way around traffic, but it’s never a chore considering the motorcycle’s 167kg weight. Props should also be given to the V-Strom’s seat, which isn’t too stiff or too cushy, but rather perfect. During a rather annoying 2-hour ride from Baner to Hadapsar in evening traffic, it was the comfort and the heat management from the engine that helped me avoid a headache.

Dislikes

The Instrument Cluster

At Rs 2.11 lakh (ex-showroom), you’d expect a little more premium dash than what you get on the V-Strom. It does the basics perfectly, although that’s not the threshold I’d have for a motorcycle bordering on a premium price tag. The layout feels a tad too cluttered, reminiscent of 150cc motorcycles. Perhaps a cleaner, more readable layout and an LCD panel would do the trick.

Braking

I remember taking the V-Strom from the showroom in Pimpri-Chinchwad to Manjari for the first time, a distance of 35-40 kilometres. To my surprise, within the first five to ten kilometres, there was a noticeable brake fade at the front. Mind you, this was a freshly serviced motorcycle. In my use over around 60 days, I had to work around the lever to get the best possible feedback. Perhaps a change in brake pads would do the trick. Nevertheless, the bite feels inconsistent and rather lacking in feedback.