Slow Going | Suzuki GW250 Quick Shift Review

As I clamber toward the carpool lane and shift the bike beneath me into fourth gear, I tuck my torso in for more aerodynamic advantage and greater speed. Then I begin the ascent to fifth and sixth gears. If I were on almost any other bike, I would already have blown by every car on the interstate on my way to high-speed pursuit territory. But I’m not on a Suzuki Hayabusa, a GSX-R1000, or, well, anything with power, for that matter. I’m on Suzuki’s 2014 GW250, and I’m going just 75 mph.

The ultimate goal: Not to get myself run over by the carpool-loving Prius that’s about to peel the Pearl Nebular Black paint off Suzuki’s newest entry-level bike.

The GW250 will eventually get up to speed, though the task is easier said than done, and requires a decent stretch of pavement along with unusually aggressive use of the throttle. And although the bike’s liquid-cooled SOHC 248cc parallel-twin engine might have room for improvement, producing just 21.2 hp at 8,200 rpm and 14.8 foot-pounds of torque at 6,600, the bike itself is quite all right; Suzuki has paid meticulous attention to the GW’s fit and finish, and it shows.

Certain design elements have been taken from Suzuki’s moderately successful Hayabusa-engined naked bike, the B-King. This is done to give the GW250 “the visual appeal of sophisticated models in larger-capacity classes,” Suzuki says. We say get rid of the large exhaust mufflers and oversized front fender and it wouldn’t be too bad on the eyes.

The engine is no B-King-derived monster, but its long-stroke design is intended to provide more pep in the lower part of the rpm range. There’s a balance shaft for less vibration and engine noise, and an electronic fuel-injection system with 26mm Mikuni throttle bodies ensures quick starts and smooth running.

Suzuki has devoted a great deal of attention to the GW’s rider triangle, and suggests the layout is best for commutes through the city. The bike’s 30.7-inch-tall seat is narrow for enhanced rider control, and a modestly sized 3.5-gallon tank keeps the midsection narrow for better influence over the bike. There are tall, easygoing clip-on-style handlebars and rubber-topped footpegs for reduced vibration at the rider’s feet.

Suzuki’s emphasis on comfort around town has resulted in a chassis centered on around-town performance. The lightly sprung KYB fork is non-adjustable, and the KYB shock is adjustable for preload only, via seven easy-to-adjust steps. The steel frame isn’t that light, and neither is the bike; our GW250 weighed 405 pounds, or roughly 49 pounds more than the Honda CBR250R and 22 pounds more than the Kawasaki Ninja 300.

Unless you’ll be attending some trackdays, or you’re just in love with the Ninja 300′s sportier layout, you’ll actually be quite pleased with the Suzuki’s rider triangle. The gap between the bike’s seat and footpegs is roughly 25mm longer than the same gap on the Honda or Kawasaki, and this makes the bike more comfortable than either of those models, especially if you’re as tall as I am at six-foot-three. The tall clip-on handlebars are easy to reach and positioned so there’s no excess weight on your wrists. The seat was plenty comfortable for our 50-plus-mile rides, and the easy-to-reference LCD panel provides ample information, including gear position, dual tripmeters, and fuel level. For a new or inexperienced rider, having a shipshape tach and well-organized display could be the difference between being comfortable or not on the first few outings. Suzuki has definitely hit all the right marks with the GW’s display.

Despite the long-stroke engine being designed for “enhanced performance in low– and mid-rpm operation,” there’s little in the way of forward momentum until the tach needle gets past 7,000 rpm. From that point on up to the 11,000 rpm rev limiter there’s enough power to keep up with traffic, but not enough to accelerate past the distracted driver who’s about to move into your lane. For this reason, we avoided the freeway as much as possible.

Whenever we did put the GW250 on the freeway we did so with the throttle to its stop, which allowed us to keep up with Southern California soccer moms but also killed our fuel economy. In extreme conditions (roughly 50 percent freeway riding) we averaged 42 mpg and managed 115 miles per tank. Expect that number to vary drastically if you ride in the slow lane or avoid the freeway altogether. Surprisingly, there are very few vibes through either of the controls at those high, freeway-induced revs.

The Suzuki is a lot more at home around town. Adding to the bike’s appeal is an engine with tractable power delivery, a smooth transmission that practically falls into neutral when prompted, a clutch lever with great feel and light pull, large mirrors with a great view of what’s behind you, and a smooth on/off throttle transition. As a whole, the bike feels unintimidating and well suited to entry-level riders.

It’s possible to have some fun with the GW in the canyons, since its long-wheelbase chassis stays stable under load. The 290mm front brake disc doesn’t offer an overwhelming amount of power, but it won’t unnerve newer riders. There’s enough stopping power in the first part of the pull to set corner speed; the rear brake will help get the bike slowed in panic situations. The suspension is soft, but movement is controlled enough to keep us on the road in those instances where we paid no attention to the bike’s design brief. The IRC RX-01 tires never gave us pause either.

The bike is properly priced at $3,999, and while less sporty than the fully faired Honda ($4,199) or Kawasaki ($4,999), it’s very comfortable and feels very well put together.[Editor’s note: If you’re reading this in 2022 or later—and if you’re reading it in 2021 or earlier, call us, we have many questions—and looking for a GW250, we approve. The little bike was made for five years, 2013-2017, and while it didn’t set the world on fire, and we’d certainly keep it off the freeway, it’s regarded as a friendly, happy little bike, eager but non threatening and therefore still perfect for beginners. If you can find a nice one, you’ll also find that the GW250 has held its value (plus the used market has gone kind of nuts along with the rest of the world) so if you want a nice pre-owned example expect to pay anywhere from $3250 right up to, ahem, the bike’s original MSRP. Cult bike in the making? Who knows? Possibly.]

There’s very little to dislike about this little Suzuki. The B-King design might not be as cool as Suzuki designers think it is, but the large-ish fairings were enough to fool a few of our buddies into thinking we weren’t on a 250. If you can come to grips with the styling, overlook the lackluster engine performance, and acknowledge (or currently belong to) the intended consumer base of entry-level riders, then you’ll enjoy the Suzuki GW250.

And as a bonus, you’ll probably never have to pay a speeding ticket.