Test Suzuki V-Strom 650 - A little bit everything

Test Suzuki V-Strom 650 - A little bit everything

◄►

ergonomics

The small V-Strom not only looks comfortable, it is comfortable too. When you sit on it, you notice that you have to reach forward to the narrow, high handlebars a little further than you thought. The saddle is perfectly shaped - not too soft, not too hard and with a step towards the pillion that provides nice support when pressed. Despite my 1.85 meter and rather long stork legs, I can barely get on the ground with my soles (seat height 830 mm). The footpegs are exactly where you would expect them. Riding while stationary is easy thanks to the high handlebars. The shift and brake levers are ideally positioned for this. The knee closure is also correct. The journey begins comfortably and relaxed.

Handling

The 650 V-Strom can be maneuvered easily through the radii, but I still miss some feedback from the front wheel because it simply seems too far away to me. I had no feeling for the front, especially off-road. On the road - where I also feel more comfortable - it is better, but in no way comparable to naked bikes, where you now sit very much in front of the front wheel. Once you've adjusted to it (maybe it just took me longer), the V-Strom drives unobtrusively, neutrally through the landscape. A little pressure on the handlebars is enough to fall evenly into the curve. Line corrections are not rocket science, even when the angle is at a steep angle. And the small V-Strom can also be steered effectively on the brakes. A certain light-footedness is omnipresent. If you dare, you can change gears on non-slip asphalt until the exhaust grinds. Violent. I wouldn't have expected the touring tire to have that much grip. 

Engine/gearbox

Suzuki knows exactly what makes a good Vauzwo engine. In this respect, the DL650 engine is actually a showcase drive in all respects. Extremely smooth running, practically no noticeable vibrations, no constant jerking, gentle load changes and a perfectly linear increase in power make the L two-cylinder the ideal touring engine. Only the V2 sound (due to Euro 4) doesn't really penetrate. The 71 hp and 62 Nm are certainly correct, subjectively the engine feels just as powerful as the data sheet promises. Pleasing: consumption was surprisingly low. The gearbox shifts perfectly. The gearshift travel is very short, only from first to second gear is a little longer and sometimes you end up in neutral. The first gear could be a little shorter for off-road driving and the sixth gear could be a little longer for the highway. As it is, the connections on the street are quite good. At 130 km/h you sail comfortably on the torque wave at exactly 6000 rpm in sixth gear.

Chassis:

The front wheel is guided by a non-adjustable telescopic fork with 150 mm travel. If you tap the front wheel brake, the small V-Strom nods by two to three centimeters before the braking effect begins. Unfortunately, this is completely wasted travel, so the front could definitely be a little tighter. Because let's be honest: almost all V-Strom drivers rarely drive on more than one gravel road. The rear wheel is articulated via a lever system, and the preload of the shock absorber can be infinitely adjusted using a handwheel (for pillion riding or luggage). Very practical. Otherwise the rebound stage could still be adjusted. Overall, the chassis is on the soft, comfortable side and therefore a bit imprecise when you sharply rush through corners, as there is a lot of up and down movement involved. Compared to its big sister, you can clearly feel that the chassis has been made more economical here. It's a shame actually. At higher speeds, the V-Strom 650 does not start to oscillate; the straight-line stability is as good as expected, even near top speed.

Brakes

310 mm double discs at the front and a 260 mm brake disc at the rear always bring the V-Strom to a safe stop. The rear wheel brake can be adjusted perfectly. The ABS intervenes relatively imperceptibly. The pulsation on the handbrake lever is very short. The grip of the brake is soft and smooth. The pressure point is precise and transparent. But because of the soft fork, the small V-Strom rides better on tension and round, i.e. pointed and angular. For pure road riders, the front brake pads could be a bit more snappy. On unpaved paths, however, the gentle bite is a blessing.

Noticed

Two clever and well thought-out solutions: the on-board power supply connection (for navigation system or cell phone) in the perfectly clear cockpit and the rubber boot protection on the frame above the footrests. Very casual: If you switch off the two-stage traction control, it stays off even after restarting. Finally no patronizing by technology – big thanks to Suzuki for that. In my opinion, traction control is unnecessary anyway thanks to the superb throttle response. The three-way height-adjustable windshield (with tools) offers good wind and weather protection and the saddle is really super comfortable.

Failed

The rubber brake hoses. In 2017, an 8490 Euro bike can also come with maintenance-free steel hoses. The rearview mirrors offer plenty of rearward visibility, even at high speeds, but do they really have to be so ugly square? First stop accessory dealer and please exchange. But only for visual reasons. You can also swap the handlebars for something that is a little wider and flatter, then you should get a little more feel for the front wheel. The standard tires (Bridgestone Trail Wing) are good for the road and dry gravel paths. If the terrain is damp, the tire tread will be completely covered in mud after just a few meters. Grip level? Zero.

Test verdict: , by p.bednar

More information about Suzuki V-Strom 650

With kind support from TOTAL Austria

More action photos from the test drives can be found on Instagram: apex_moto_at

Or follow us on Facebook: Apex Moto