SUZUKI DL650 V-STROM

More vroom for V-Strom

Suzuki has given their ever-popular DL650 V-Strom a thorough revamp to increase sales in a shrinking motorcycle market, according to motorcycle guru, GAVIN FOSTER.

Suzuki’s DL650 V-Strom may not be the absolute best in any particular field, but the revamped new model is arguably the best all-rounder of any capacity available at anywhere near the price.

The original 650 cc V-Strom model, launched in 2002, outsold its very-similar 1000 cc sibling by a considerable margin throughout its long career. Why? It was, for many riders, a better motorcycle because it was smaller, nimbler, lighter, cheaper, and not a whole lot slower. The bike received a significant upgrade in 2012, but since then has gradually become somewhat dated, with uninspiring styling and nothing in the way of the fancy electronic gubbins adventure bike buyers have come to expect.

CHANGE IS GREAT

That all changed with the arrival of the new model in May. A significant number of the bike’s components are new, such as the instruments, the exhaust system, the 20-litre fuel tank, the more comfy seat, the rear sub-frame and slimmed-down plastic bodywork incorporating pannier mounts and passenger grab handles, the luggage rack, the clear-lensed LED indicators and the standard 12-volt power socket in the power socket next to the new multifunction LCD. And, of course, the 60-odd new engine components that have found their way into the casings. These include low-friction coated pistons and L-shaped compression rings, a new exhaust cam, relocated twin spark plugs for each cylinder, and a new fuel injection system. Most of these changes were made to reduce fuel consumption and comply with emission controls, but they also brought about a 2 hp increase in power, up to 71 hp at 8,000 r/min, and a 2 Nm boost in torque to 62 Nm at 6,500 r/min. That’s a welcome improvement on the 66 hp at 8,800 r/min and 60 Nm at 6,400 of the original model, particularly since the power comes in at lower revolutions.

AIDING AND ABETTING

The biggest plus for the new V-Strom – apart from the thoroughly modern styling – is in the presence of electronic rider aids that were entirely absent in previous versions. Apart from ABS brakes, the new bike comes with a modest twoway switchable traction control, which is

“THE SUZUKI DL650

V-STROM IS AN EXCELLENT DUALPURPOSE TWINCYLINDER BIKE THAT SLOTS INTO A GAP IN THE MARKET

THAT IS FULL OF BIG AND EXPENSIVE 800 TO 1200 CC TWINCYLINDER BIKES…”

for most riders an improvement on the overcomplicated multi-setting systems that have become so fashionable of late. A useful feature that we haven’t yet come across in any other brands is Suzuki’s Low RPM Assist system that adjusts the engine speed to prevent stalling during take-off and low-speed manoeuvring. This will be appreciated, both by novices and anybody who’s ever stalled a big, heavy adventure bike halfway up Sani Pass with both wheels perched on rocks. The V-Strom, like most of its ilk, isn’t intended for severe off-road use, but its 19” front wheel gives it an advantage over its nearest twin-cylinder 650 cc rival, the Kawasaki Versys, in the dirt. A larger diameter rim is better in the rough, and as a bonus, there are a lot more dual-purpose tyres available for 19” rims than for 17” hoops. The 43 mm right-way-up front suspension is adjustable for preload, and the rear monoshock can be fine-tuned for preload and step-less rebound damping.

There are two V-Strom 650 models available in other markets, but the only one currently offered here is the more dirtfriendly version with wire-spoked wheels, hand protectors, and a sump-guard. Onroad performance is lively, though, with the torquey v-twin engine getting the bike up to 100 km/h in less than four seconds, and top speed is around 200 km/h, with 160 km/h being easily maintained all day should you feel the urge.

LAST WORD

The Suzuki DL650 V-Strom is an excellent dual-purpose twin-cylinder bike that slots into a gap in the market that is full of big and expensive 800 to 1200 cc twin-cylinder bikes, and middleweight 650 cc single-cylinder motorcycles that are somewhat underpowered and vibrate a lot, making them less than suitable for long trips on tarmac. The same basic package has been around for 15 years without any real rivals for this slot, and the latest incarnation offers bang up-to-date styling and technology in a fun-to-ride package for R119,900. It’s a bargain, but more than that, it’s a great motorcycle.