Specs & road report on V-Strom 650, 1000c owners please
SUZUKI DL650 V-Strom TESTED: Jan '04
Hi ALL,Iam sending this to you all because the 1000cc V-Strom is not the BEE's NEE'S OK, the negative vibes I get from the bigger V-Strom (1000cc) OWNERS is crazy Iam send this report to you all on the 650 its a great bike ok.
The 1000cc V-Strom also a great bike I got the imfo from the two wheels sight its worth a read.STANDING START for the 1000cc bike is ľ mile 12.75sec @ 110.11mph the 650 is not that far behind see table below.
I hope the 1000cc V-Strom owners under stand that the little 650 Strom wont be far behind you in the straight but will get you every time in the BENDS HAHA. I hope a few more 650 riders speak their mind !! CHEERS.
A punchy and endearing motor, outstanding touring ability and great town manners
Very little other than the odd oversight. A lack of performance for some and little in the way of charisma
Suzukiís V-Strom really does have something to offer riders with a wide range of requirements. On top of its versatility, itís great fun
The styling weíve seen already, or a pretty close take on it, as Suzukiís one litre DL1000 V-Strom has been on sale for a year already, and visually this and the 650 could be twins. The engine is a known quantity too, coming in only lightly modified form from the successful SV650S, while the frame and other mechanicals have been diverted from the DL1000 production line.
Hardly the stuff of banner headlines, is it? But what do you want from your bike? Dramatic magazine features or a fine all-rounder with a punchy and endearing motor, outstanding touring ability and great town manners? If itís the latter then the 650 V-Strom is for you.
V-Strom project leader Etsuji Kato says the bike is aimed at a wide range of riders, in particular relative novices, women (why are women always grouped together with novices?) and born again riders, but he says it should also appeal to experienced riders.
Sexual stereotypes aside his bike is spot-on. The V-Stromís ace is its mile-eating ability. Riders who really travel long distances know there is no other factor more restrictive than having to tank up every 100 miles or so. And theyíll love the V-Strom, which combines a reasonable 45mpg (Iím guessing, but itís pessimistic and based on well known SV650S figures) with a 4.85 gallon (22 litre) fuel capacity, with the result that you can expect to cram 200 miles in between petrol stations.
The 650ís comfort isnít shaded by big tourers either. Of course the weather protection is reduced, but the small screen and bulky bodywork punch a big enough hole in the atmosphere. The V-Stromís screen works well. Itís adjustable too, although shifting the screen the full 50mm from lowest to highest requires the use of the underseat toolkit. Simple manual adjustment would be easier.
The bike is outstandingly comfortable, the upright riding stance with its wide bars and low-ish footrests keeping aches and cramps at bay.
The engine plays at tourer very effectively too, partly thanks to slightly lower gearing than the SV650S and some cam profile changes which benefit the mid-range by about five per cent with a small loss in peak horsepower. Itís punchy when overtaking or climbing hills (such as the gaspingly cold Bavarian Alps of the launch), the only downside being a laboured sensation should you rev it from 9000rpm to the 10,500rpm red line. Which as itís hardly a track bike, no one will.
The Showa suspension offers an especially plush and controlled ride for a low-priced middleweight, controlling the longer than average 150mm of wheel travel at each end effectively, although the bike does dive eagerly under heavy braking. But with the 1000ís stoppers fitted, it does slow to a halt with real force, just what you need when youíre coming back down those steep Alpine passes.
Youíll be reckoning the 650 V-Strom is just a tourer now, but far from it. Like the new wave of soft comfy, do-it-alls from the Aprilia Tuono to Ducatiís Multistrada, that high-up riding position, long suspension legs and general wieldiness make this a very useful sports tool too.
The bitter cold meant that the tyres werenít gripping convincingly, but the handling was still sharp, the steering neutral and easy and the bike coped well with rapid direction changes. Itís also very stable at high speeds Ė my faithful GPS told me Iíd topped out at 116mph.
Details are mixed, with an appealing dash, excellent if ugly mirrors, and a carrier flush with the passenger seat for easy load attachment.
There are nasty cable ties on the bars, some coolant hoses which ought to be hidden and that adjustment gripe, but on balance this is a fine bike, undemanding yet rewarding to ride with a fat portfolio of abilities.
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INS GROUP 10
ENGINE 645cc lc V2 cyl
DRY WEIGHT 190kg
TOP SPEED 114.6mph (tested)
STANDING ľ 13.32sec @ 98.48mph
MAX POWER 72bhp @ 9,000rpm
MAX TORQUE 47lb.ft @ 7,200rpm
SEAT HEIGHT 820mm