Suzuki V-Strom 650

The Suzuki V-Strom 650 (DL650) is a mid-weight, sport touring motorcycle launched in 2004 with a standard riding posture, fuel injection and an aluminum chassis – now in its third generation since model year 2017.[1] Marketed in Europe, Oceania, the Americas, and since 2018, India, the DL650 is manufactured at Suzuki's ISO 14001 certified final assembly plant in Toyokawa, Japan.

Suzuki V-Strom 650
ManufacturerSuzuki
Also calledDL650
Productionsince 2004
ClassMiddleweight Sport Touring[1]
Engine645 cc, 4-stroke, liquid cooled, 90° V-twin, DOHC, 8-valves, wet sump
Bore / stroke81.0 mm × 62.6 mm (3.19 in × 2.46 in)
Power66bhp at 8,800 rpm[2]
Torque60.3 newton metres (44.5 lb⋅ft) at 6,400rpm[2]
Transmission6-speed, constant mesh, final drive chain
Wheelbase1,555 mm (61.2 in)
DimensionsL: 2,290 mm (90 in)
W: 840 mm (33 in)
H: 1,390 mm (55 in) (screen in low position)
Weight220 kg (490 lb) (wet)
Fuel capacity22 L (4.8 imp gal; 5.8 US gal)
Fuel consumption54 mpg‑US (4.4 L/100 km; 65 mpg‑imp)
RelatedV-Strom 1000

The V-Strom 650 trades strength in a single area for adaptability to a variety of riding conditions: commuting, cruising, adventure touring, and to a lesser degree, off-road riding.[3][4][5][6] The bike is variously categorized as dual sport, sport enduro tourer,[7] street/adventure, commuter, or entry-level.[8]

According to the New York Times, the V-Strom has a loyal following worldwide, and the DL650 outsells Suzuki's larger DL1000 two-to-one.[9]

The name V-Strom combines V, referring to the bike's V engine configuration, with the German word strom, meaning stream or current.[10]

Mechanicals

The V-Strom has a six-speed transmission with a fuel-injected and slightly retuned 645 cc engine from Suzuki's SV650 sport bike, using a two-into-one exhaust system.[11] An upright, standard riding posture contributes to the bike's handling characteristics.

Engine

The engine is a 90°, liquid cooled, four-stroke V-twin, with 81.0 mm (3.19 in) bore and a 62.6 mm (2.46 in) stroke, four valves per cylinder, and intake and exhaust valving each with their own camshaft. Its more relaxed cam profiles, compared with the SV engine, boost the power between 4,000 and 6,500 rpm, along with slight changes to the airbox and exhaust. Relative to the SV, the crank inertia (flywheel effect) is also increased by 4% via a redesigned starter clutch.[12] As well, the DL650 engine uses a plastic outer clutch cover and engine sprocket cover for reduced weight and noise.[12]

Unlike the SV engine, which uses cast iron cylinder sleeves, the DL650 uses Suzuki's proprietary SCEM (Suzuki Composite Electro-chemical Material) plated cylinders, a race-proven nickel-phosphorus-silicon-carbide coating for reduced weight and improved heat transfer, allowing for tighter and more efficient piston-to-cylinder clearance,[12] similar to a Nikasil coating.

Engine electronics

The DL650 engine electronics aid starting and throttle control and uses Suzuki's AFIS (Auto Fast Idle System), eliminating a fast-idle control. The engine control module (ECM) reads engine information, such as coolant temperature, via a 32-bit central processing unit (CPU), controlling the fuel system's dual throttle bodies.

Emissions

The DL650 uses Suzuki Dual Throttle Valve (SDTV) fuel-injection and exhausts via a two-into-one exhaust system with a catalytic converter in the muffler. European models meet Euro 3 emissions specifications. In the US, a "PAIR" air injection system reduces CO and HC emissions.

Chassis

A stiff, twin-spar aluminum frame and swingarm accommodates a rear Showa mono-shock with rebound[13][14] and hydraulic preload adjustment. Front Showa damper-rod forks are not adjustable. The DL650 has a 19-inch front wheel and a 17-inch rear wheel.

Instruments and bodywork

The bike's instrument cluster includes a compact analog step-motor speedometer and tachometer (both with LED illumination) and a digital LCD unit with odometer, trip meter, coolant temperature gauge, fuel gauge, LED neutral, digital clock, turn signal and high beam lights and an oil pressure warning light.

An adjustable windshield allows movement of 50 mm (2 inches) A small underseat compartment, suitable for small tools, gloves, or an owner's manual, can be accessed by removal of the seat, via a lock located at the rear of the bike, just below the built-in rack.

European model 2004 DL650, note the lack of small round side reflectors, shown with aftermarket crashguards, belly-pan, centre-stand and windscreen.
US Model 2005 DL650, with aftermarket windshield and bracket, hand guards, Givi crash guards, Suzuki tall seat, and top case.

Awards and reviews

The V-Strom 650 was named one of the "ten best" bikes under $10,000 by Motorcyclist (USA) magazine, October, 2007—beating out, among many others, the V-Strom 1000. In a September 2006 article, Cycle World magazine wrote "the DL650 may just be the most shockingly competent machine in the world today."[15] A 2004 article from MotorcycleUSA.com said "it was hard to imagine another machine with a competitive versatility-per-dollar ratio."[7] Twice consecutively, the DL650 has earned the title "Alpenkoenig" (King of the Alps), winning German Motorrad magazine's trans-alp multi-bike test in 2005 and 2006.[16]

In 2005 the DL650 won the coveted “Wind Wagon Award” for its interesting aerodynamic qualities. The bike in testing displayed an aerodynamic flutter, or buffet. Suzuki engineers came forward explaining that the buffet was, “only significant from about 20 mph to the motorcycle’s top speed.” Although usually thought of as a negative attribute, V-Strom enthusiasts are known for defending the bike’s shaky, turbulent feel, especially in online “V-Strom forums”. Interestingly, this design flaw has become somewhat of a signature for the DL, and continues to this day.

At the DL650's launch, noted motorcycle journalist Kevin Ash said "taking everything into account - price, comfort, fuel range, general ability, you could argue it was the bike of the year,"[17] adding, "there's something honest and solid about the V-Strom."[17] Having ridden a DL650 as his daily rider, in 2005 Ash called it the "best bike you can buy."[2] Ash complimented the bike's comfort, fuel range, engine and handling, faulting its brakes and corrosion resistance,[2] and described the bike as "perhaps the ultimate all-round machine." At the launch of the revised 2012 model, Ash noted that the previous generation, which could be very vulnerable to corrosion, had "been left behind, especially by direct rival, the Kawasaki Versys."[18] After the release of the 2012 model, Ash placed the Vstrom ahead of the Versys.[18]

First generation
Paramedic version of the Suzuki V-strom, 650 in Serbia

2004
  • First model year

2005
  • Headlight interrupt when starting added.

2007
  • Optional ABS (Anti-lock braking system)
  • Wheelbase increased from 60.6 in (1,539 mm) to 61.2 in (1,554 mm) with an increase in the swingarm length by .597 in (15 mm)
  • Dual sparkplugs at each cylinder. (Excluding Australian and European Models)
  • Idle adjustment screw removed

2008
  • Alternator output increased from 375 to 400 watts.

2009
  • All-steel locknut on rear axle, previously castellated nut style. (US Model only, this feature always present on Australia and New Zealand Models)
  • Clear signal light lenses, previously amber. (Lenses still amber in Australian Models, Legal requirement)

2010
  • No 2010 models in US.

2011
  • For US, all models, ABS equipped.

Second generation

2012
VStrom 2012
  • Body restyled
  • Fuel tank capacity reduced from 22L to 20L (5.8 U.S. gallons to 5.3 U.S. Gallons)
  • Seat height raised from 820 mm (32.3 inches) to 835 mm (32.9 inches)
  • Internal transmission changes to reduce noise and boost low to midrange torque
  • Power increase from 63.5 horsepower and 55.9 Nm (41.2 lb-ft) of torque to 66.2 horsepower and 58.3 Nm (43.0 lb-ft) of torque (non-LAMS)
  • Rear suspension travel increased 10 mm (.4 of an inch) to 160 mm (6.3 inches)
  • Redesigned instrument panel with trip counters, average mileage, ambient temp, and gear position displays
  • Reduction in gross vehicle weight by 8.2 kg (18 lbs)
  • Anti-theft system integrated into the ECU with the ignition key featuring a security chip (Europe)
  • External oil cooler integrated into base of oil filter (heat exchanger, Pre-existing on AU models since at least 2007)
DL650AL2 Instrumentation
2015 Suzuki V-Strom 650XT ABS

2015 XT Model
  • Front styling included a beak-like front cowl
  • Wheels were changed to lightweight wire-spoked aluminium rims in keeping with adventure styling, but retained the tubeless feature of previous models (Available as optional extra only in some dealers)
  • Curb weight of 215 kg (474 lb)

Third generation

Beginning in 2017, the DL650 was available in two model versions; the base and XT. This version of the DL650 now has intercompatible luggage rack with the updated DL1000 from 2014. It also now features adjustable traction control [19] and throttle assist which slowly increases the rpm of the engine when the clutch is released or riding at slow speeds. This decreases the chance the rider will stall the motorcycle.[20]

References
  1. "Performance Index '10" (PDF), Motorcycle Consumer News, Bowtie Magazines, 2010, archived from the original (PDF) on 2010-02-15, retrieved 2011-02-14
  2. "The best bike you can buy". London: The Telegraph, Kevin Ash, 30 Jul 2005. 30 July 2005.
  3. "Road Test: Suzuki DL650 V-Strom". London: The Independent, Tim Luckhurst 21 June 2005. Suzuki try to encapsulate its potential by summarising it as a "middleweight sport enduro tourer." A better way of putting it is that this is a motorcycle you could ride to work in heavy traffic throughout the year and then take on a long touring holiday around Europe. Having arrived at your campsite in the Pyrenees you could then strip away the luggage and belt out for a few hours' jousting with sports bikes on hairpin bends.
  4. "the ugly sister". Motorbikestoday.com. It would be ideal as a first bigger bike for a large person, as a commuter or even as a tourer
  5. "2010 Suzuki V-Strom 650/ABS Review". Topspeed.com, 05.27.2010, Maxx Biker. the bike was created to satisfy as many riding demands as possible and implicit address to a very large category of riders.
  6. "2010 Suzuki V-Strom 650/ABS Review". MotorcycleUSA.com. The Suzuki V-Strom is (a) jack of all trades motorcycle. Although categorized as a sport enduro touring model, the V-Strom is adept at a wide range of operating environments including: urban, canyon, highway, and light off-road motorcycle riding.
  7. 2004 article from MotorcycleUSA.com
  8. "New Bike File: 2009 Suzuki V-Strom 650/V-Strom 650 ABS". Cycle World, April 2010. Archived from the original on 2013-01-20.
  9. "Unremarkable, in a Nice Way". New York Times, ROY FURCHGOTT, July 27, 2012.
  10. "2002 Suzuki DL1000 V-Strom". Motorcycle.com.
  11. "Suzuki V-Strom 650 (DL650) - Test". MCNews.com.au, Neale Bayly. Archived from the original on 2011-08-20.
  12. "Suzuki V-Strom 650, Sean Alexander, Mar. 21, 2004". www.Motorcycle.org.
  13. "2013 Suzuki V-Strom 650 ABS: MD Ride Review". Motorcycle Daily, Dirck Edge, August 09, 2013.
  14. "2015 - 2016 Suzuki V-Strom 650 ABS / 650XT ABS". Top Speed, Allyn Hinton, January 22, 2016.
  15. September 2006 article Archived 28 September 2007 at the Wayback Machine from Cycle World
  16. Alpenkoenig Archived 2007-05-02 at the Wayback Machine from MOTORRADonline.com
  17. "Wee Strom". Ashonbikes.com, Kevin Ash, 21/11/2010.
  18. "Suzuki V-Strom 650 2011". Ash on Bikes, Kevin Ash.
  19. http://suzukicycles.com/Product%20Lines/Cycles/Products/V-Strom%20650/2017/DL650XA.aspx
  20. https://www.globalsuzuki.com/motorcycle/products/v-strom650a_xt/
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