Rob Smith from Motorcycle Trader magazine revisits a winning all-rounder recipe, now with ABSWriting a completely new appraisal of a bike that is fundamentally the same as the one tested four years ago is never easy. Especially as the only significant change has been in the fitting of ABS brakes.
Suzuki obviously chose to ignore my suggestions regarding hand guards and a bash plate as standard fitments rather than extras, but never mind, I'm sure they'll sort the oversight with the next model - they could call it the V-Strom Touring. What's that? It already exists in Europe complete with a centrestand and a topbox. Hmm, maybe we'll get it next year.
Back to the silver beasty parked unassumingly in the drive. Four years have passed since I last rode one but over those four years, while the machine may be just as good, the question now is how does it stack up in its class, and has the singular addition of ABS been worthwhile?
A QUICK RE-CAP
When Suzuki took its wonderful liquid-cooled, fuel-injected, eight-valve, 90-degree, 645cc V-twin and applied it to the V-Strom, it succeeded in fattening out the mid-range punch through a number of comparatively small changes that included different cams, a smaller airbox and exhaust and a revised fuel map.
Being just a 650, naturally the 'Strom is never going to match the likes of BMW's new F 800 GS, although I suspect it'll certainly be able to hold its head high against the new and improved Honda XL700V Transalp - assuming we get it here, that is.
There's plenty of zip from the little engine and there's useful torque from surprisingly low in the rev range - the latter pours out through the mid-range, making for easy overtakes that might not be electrifying but are certainly convincing.
It's the same in the hills; ripping from third to fourth without breaking 7000rpm might not sound particularly hardcore, but you can get hardcore enough to remind yourself why anyone who doesn't ride motorcycles is missing out. Mind you, a bit more wouldn't go amiss.
As has been mentioned on countless occasions before, Suzuki's fuel-injection systems are among the very best, and the DL is no exception. Power delivery is always smooth, with none of the pick-up uncertainty found in some other fuel-injection systems, meaning that the engine is as golden good at the city commute as any scooter-shunning urbanite could wish for.
Early morning starts are touch-button easy, the engine warming with a cheery thrum. Once settled into the perfectly shaped and comfy 820mm-high seat, you'd have to be a mean spirited git to not crack a smile, as you slip with precision through the gears and between the cars on your way to work.
TRIPLE TREAT
And that smile is pretty much guaranteed to extend to all the other duties you'd expect from a machine touted by Suzuki as a "versatile, go-anywhere" triple-function Sport Enduro Tourer". While I think both the "Sport" and "Enduro" tags are just a little fanciful, the Tourer component is certainly well catered for, but we'll get to that later.
As a sports bike on sporting roads, the little 'Strom, like most bikes that aren't cruisers, is as capable as the person behind the bars, and ridden well does a fine job. That's not to say it doesn't have a few idiosyncrasies, because it does. Its suspension - that works so beautifully at ironing out the road wrinkles and delivering a feather mattress ride - can get a little bewildered when pressured. Then there are the brakes - charge up to a bend, haul on the brakes and frankly there's not exactly the snap of retardation you'd expect from a modern system. The forks lunge through the available travel, the front Bridgestone Trail Wing squirms uncomfortably like a small boy on a church pew, and if the road's bumpy and downhill, the ABS kicks in, releasing the brakes when you'd really like them to stay involved a little longer. Not exactly sporting behaviour.
So then you release the brakes, the front stands up, the small boy goes back to picking his nose and you and the 'Strom, both confused by the sudden change in geometry, push wide and hedge-bound.
The answer is, of course, simple - don't bang on the brakes so late, sports bike style. Gather the brakes early and stabilise the speed/suspension platform while still upright, hold the tip-in a moment longer than your instincts suggest and then push with conviction on the wide and leverage-affording bars.
Lean response is comfortingly quick and smooth as the tyres settle their somewhat blocky pattern across the road's surface, and the 'Strom lays itself over in an act of willing compliance in search of the footrests.
There's no doubt that in typical Suzuki fashion, there's a lot of forgiveness built into the Strom, and the most cack-handed of riders will enjoy the sporting quotient of the package, despite the tyres' slightly remote feedback.
GIMME A BRAKE
Having mentioned the ABS earlier, let's talk a bit more about it. I'm not sure why the V-Strom was chosen for ABS, as the twin-piston up front and single-piston rear brake combo is a long way from what you'd call threatening.
Despite the lack of bite I suppose there's no denying that most people, especially seasonal and returning riders, often lack the practice needed to apply the brakes in an emergency without locking up. So with that in mind, I guess the ABS is worthwhile and serves as an indication that we aren't far from seeing ABS on many other models. Which probably isn't a bad thing.
Deliberately locking up with big handfuls of front and stomping on the rear reveals that the system is actually very good. Sure there's the usual sense of disquiet as the wheels lock and release, but the bike stays stable and tracks straight and true at any speed between zero and 120km/h. Above that, well I suspect it'll be just as good should the need arise.
However, as previously mentioned it doesn't suit sports riding, especially on bumpy downhill runs at speed, thereby reducing its 'Sport' component but adding to the 'Tourer'. Lucky you can choose the non-ABS version, eh?
As for the 'Enduro' part, enduros are still the preserve of proper dirt bikes. You could undoubtedly make far more of what there is by adding a proper dirt bike front-end and a 21 inch front wheel, along with a decent shock, extended centre stand, bash plate and hand guards. It'd make an excellent project for those who can't afford a KTM Adventure. Even so, in standard form, lazy gravel road exploration as part of a weekend excursion or tour can be undertaken comparatively easily.
There's still a fair bit of weight at close to 200kg wet, but it's hidden well and for those of us whose off-road bravery can be measured in grams, the whole plot is comfortably manageable and compares surprisingly well against my own BMW R 1200 GS.
And it's comfort more than anything else that makes the little Suzuki so good at the remaining part of the Sport-Enduro-Tourer formula. To be honest, in another comparison to my BMW, the V-Strom is as comfortable if not more so. Even two up - honest, I kid you not.
Certainly the fuel range from the 'Strom is better. The seat is well shaped and although I haven't done more than 500km in a day, the dreaded arse-biting I get with the GS doesn't appear until the last 50 or 60km.
Just lately I've been complaining about the lack of range available on various bikes, but thankfully the 'Strom is blessed with the kind of range that allows full use of its attributes. Fuel economy is predictably good at 20km/lt, allowing a range of at least 400km from the 22lt tank - top marks for upholding common sense.
As we're awarding points, I should also make mention of the worthy fairing, screen and easy-to-use dash, the latter featuring an analogue speedo and rev counter, with a central digital display that shows dual trip meters, clock, fuel and a temperature gauge.
SUMMING UP
At $10,490 plus ORC, the Suzuki DL650 V-Strom ABS represents arguably the best value in the marketplace for the person seeking genuine, usable all-round ability - providing cubic capacity isn't your yardstick of course, and you happen to be close to six foot.
As a sports-tourer, it competes well against more well known models, offering an exceptional package that includes the ability to explore off-road and now with the added safety of ABS. Compared with the latest competition the looks are now dated but not unattractive - well apart from the muffler that is.
As far as challenging the competition goes, the V-Strom has price on its side as well as ABS. In the near future though, it needs a facelift and an increase in capacity to 750 or even 800cc, as well as the inclusion of a centrestand, a bashplate and some handguards. Maybe even some panniers as standard.
Not withstanding the above, the V-Strom 650 is as good today as it was four years ago. It's still better than the current Transalp, and a far better road bike than anything in the BMW 650 range. It's cheap to buy, cheap to run and comparatively well finished. Bloody hell, why aren't there more on the road?
GOLD
- Comfort
- Handling
- Value
TIN
- Brake powerc
- No centrestand
- No bashplate
| SPECIFICATIONS - SUZUKI DL650 V-STROM ABS |
| ENGINE |
| Type: Four-stroke, liquid-cooled, DOHC, eight-valve 90-degree V-twin |
| Displacement: 645cc |
| Bore and stroke: 81mm x 62.6mm |
| Compression ratio: 11.5:1 |
| Fuel system: Electronic fuel-injection |
| TRANSMISSION |
| Type: Six-speed constant mesh |
| Final drive: Chain |
| CHASSIS AND RUNNING GEAR |
| Frame type: Twin spar alloy |
| Front suspension: Telescopic forks, adjustable for preload |
| Rear suspension: Link type monoshock, adjustable for preload and rebound |
| Front brakes: Twin 310mm discs with twin-piston calipers, ABS equipped |
| Rear brakes: Single 260mm disc with single-piston caliper, ABS equipped |
| DIMENSIONS AND CAPACITIES |
| Dry weight: 189kg |
| Seat height: 820mm |
| Fuel capacity: 22 litres |
| PERFORMANCE |
| Power: N/A (est. 70hp) |
| Torque: N/A (est. 7.0kg-m) |
| OTHER STUFF |
| Price: $10,490 plus ORC |
| Colours: Metallic Grey |
| Test bike supplied by: Suzuki Australia |
| Warranty: Two years/unlimited kilometres |