At a guess you're looking at 'bus options.
Oil consumption is very good. Whereas you may put 2 cans into a CFM on a TFS-UK flight the V2500 will do several before a whole can will go in.
However they (used to? (there may be mods now to cure it)) suffer from rotor bow, due to the relatively long shaft and this can be exacerbated by not allowing the engine to thermally stabilise before shutting down or applying take-off power. The problem manifests itself by causing massive vibs during start.
They're also a little underpowered and require the use of bump on short or high airfields. The number of bump take-offs is limited before the engine needs to come off (bump provides additional turbine case cooling to improve efficiency but as a result increases tip rub and reduces EGT margin and life)
If you plan to use short, high or hot airfields you should consider this carefully.
At take-off power the engine has a buzzsaw like sound as the fan blade tips get near supersonic but it's not noticeable inside the cabin.
I've yet to see a case of N1 reversion.
Fuel efficiency I'm not able to say but similar fuel loads are used for both CFM and V2500 a/c going to the same destination.
Hope this helps.