Suzuki V-Strom 650
Pleasant surprise
Even better than its bigger brother?
Seldom would we recommend a smaller-displacement motorcycle over its larger sibling, yet that's exactly what's happened here. Twice.
First came the Ducati 695, which is such a sweet bike that we'd seriously consider it over the other bigger (and scarier) Monsters. And then there was this little surprise: the V-Strom 650. Yes, Suzuki makes a V-Strom 1000; at $8999 it even fits within the confines of this "10 4 $10K" storyline. But the 650cc version of this wannabe adventure-tourer is so astonishingly fun and friendly that all but one of our staffers (no names mentioned, Tim Carrithers) found it more enjoyable.
Granted, the 650 isn't as powerful as the 1000, and won't torque up a monster wheelie when you give it the berries. It will pop a little wheelie if you dump the clutch, however, and in most real-world riding doesn't feel significantly slower. You just find yourself dialing in bigger handfuls of throttle.
The DL650 is based on the fuel-injected, liquid-cooled 90-degree V-twin employed in the popular SV650, but equipped with a retuned exhaust (with a single muffler as opposed to the two on the 1000) and lower final-drive ratio for improved low-rpm performance. As a result, the first three gears are dispatched fairly quickly and the bike feels a bit buzzy at freeway speeds. You could be there for a while, too, what with the massive 5.8-gallon tank and thrifty fuel economy.
Around town, the V-Strom is a pussycat. Its crisp throttle response, light cable-actuated clutch, smooth-shifting six-speed transmission and minimal driveline lash make for effortless riding, and are a real boon to neophytes. Staff newbie Joe Neric wouldn't stop raving about how easy the DL650 was to ride. Helping matters further is the high, wide, dirtbike-style handlebar, which affords enough leverage that the bike feels even lighter than its claimed 427 pounds. The comfy, roomy, upright seating position offers the sort of view usually reserved for SUV drivers. But although the bike looks and feels tall, at 32.2 inches the seat height is surprisingly low.
Like the bigger DL, the 650 is equipped with all the latest acronym-happy technology (Auto Fast Idling System and Suzuki Dual Throttle Valve System in the EFI, plus Pulsed Air Injection in the exhaust), plus one other option the 1000 doesn't get: anti-lock brakes.
Complaints are few and far between. The (non-ABS) two-piston front brakes on our testbike were weaker than we'd have liked. The windscreen (height-adjustable over three positions) is so far forward that things tend to get a bit blustery behind it, buffeting your helmet. And the rear suspension is a tad soft for heavier pilots, which tends to make the 19-inch front tire feel skatey when the bike is ridden hard.
Other than that, though, it's pure bliss. The V-Strom 650 simply gets on with the business of getting on, making it a more-than-viable alternative to its 1000cc stablemate.
Price: $6699 ($7199 w/ABS)
Engine type: l-c 90-degree V-twin
Valve train: DOHC, 8v
Displacement: 645cc
Transmission: 6-speed
Claimed horsepower: 65.7 bhp @ 8750 rpm
Claimed torque: 47 lb.-ft. @ 7250 rpm
Frame: Aluminum twin-spar with aluminum swingarm
Front suspension: Telescopic 43mm fork with adjustable spring preload
Rear suspension: Single shock with adjustable spring preload and rebound damping
Front brake: Dual two-piston calipers, 310mm discs
Rear brake: Single-piston caliper, 260mm disc
Front tire: 110/80R-19 Bridgestone Trailwing
Rear tire: 150/70R-17 Bridgestone Trailwing
Seat height: 32.3 in.
Wheelbase: 61.2 in.
Fuel capacity: 5.8 gal.
Claimed dry weight: 427 lbs. (437 lbs. w/ABS)
Contact: www.suzukicycles.com