Suzuki V-strom 650 xt 2018
When it comes to full-size touring enduros, you usually imagine a powerful bike that can intimidate some people before it's even lifted off the stand. Will I be able to handle his weight? What if he falls and I don’t pick him up? Can I handle its power? These questions are often found in people’s heads and on forums.
Medium tourenduros look much more attractive in this regard. They are quite large, but not menacingly huge; fast, but do not cause complexes among sportbike owners, and they are also cheaper to operate. The Suzuki V-Strom 650 XT is the newest entrant into this ever-expanding segment, and it's quite the player.
Suzuki DL650 V-Strom
There are two versions of the DL V-Strom: with a 650 cc and a 1000 cc V-twin. Both engines are from the family of popular SV roadsters (originally the great and terrible “liter” twin, about which Hollywood is just right to make trash horror films, an injection “deuce” with character - was developed for the hellish TL1000S and R sportbikes). Of course, the 1000 cc modification of the V-Strom is more popular: of course, “after all, it’s a LITER, and not some little thing that a self-respecting motorcyclist won’t even look at.” So, dear glamorous liter drinkers, I hasten to disappoint you: the 650 cc model is a better “tourist” than the V-Strom 1000. And without options, appeals and discussions: accept this as a fact.
Modifications
There are two official modifications for the motorcycle. The first one appeared in 2007. Stock ABS appeared on the bike . The modification was called Suzuki V-Strom DL650A. It was marked by the transition to 2 spark plugs per cylinder (previously there was one, according to tradition).
Suzuki V-Strom 650 XT
The V-Strom 650 XT modification featured spoked wheels and a front beak.
The second modification was born in 2015 .
- The main differences were the spoked wheels and the predatory “beak” that some pit bikes have.
- But they also began to install a digital instrument panel on the model, although the tachometer on it remained a cup-shaped, analogue one.
- In addition to speed, the gear indicator, fuel level, and mileage meter have become digital.
In 2022, the model changes again, although it is not called a separate modification. The appearance of the new development almost completely repeated its aging brother - the liter motorcycle.
Suzuki DL650 V-Strom
Suzuki DL650 V-Strom
Suzuki DL650 V-Strom
Externally, the DL V-Strom 1000 and 650 are almost identical. You can distinguish a big one from a small one by the lower “plough”, a large motor and a couple of other signs. But what a difference you can feel behind the wheel! As good as the “liter” device is on a straight line, the 650 is great in sharp turns. The difference of 14 kilograms between the modifications is especially noticeable in traffic jams, on steep climbs and on dirt roads. The same as the “weight difference” of 31 liters. With. The 650cc V-twin with fuel injection and dual overhead camshafts is, in my opinion, one of the most successful Suzuki engines. Compact, economical, revvy and quite productive, this versatile motor has all the qualities of a good powerplant for touring enduro. 67 l. With. for 650 cubic meters - not much by modern standards. But keep in mind that the “horses” of the “V-twin” breed are different from the “in-line four” breed: the former work under tension, completely investing themselves in the “collar”, and the second “herd” has the character of a mustang - just let them run after the fillies.
Specifications
The engine is a liquid-cooled 2-cylinder composite alloy block.
The engine is based on the model installed on the SV650. But, the new version received different camshafts , crankshaft and exhaust system . It was further reconfigured and traction was added throughout the entire range.
The main difference from the prototype was the cylinder block . Instead of cast iron, a composite alloy SCEM (Suzuki Composite Electro-chemical Material) was used for its production - our own patented invention. Thanks to this, the block becomes lighter, stronger, and less thermally conductive.
Since 2012, they began to install SDTV (Suzuki Dual Throttle Valve) - a dual throttle valve control system. The principle boils down to the fact that one is controlled by the throttle, the second by electronics, triggering when the engine reaches a certain speed.
In the SDTV system, each throttle cylinder has two throttle valves.
Otherwise, this is a standard 2-cylinder unit with an L-shaped ( V-shape tilted on its side ) pistons arrangement:
- working volume - 645 cm3;
- number of cylinders - 2;
- number of cycles - 4;
- number of valves - 8, 4 per cylinder;
- power - 63.5 hp (71);
- torque - 55 Nm (62);
- cooling - liquid;
- fuel supply - injector;
- ignition - transistor (TDI);
- start - electric starter;
- tank volume - 22 (20) l.
In the process of evolution, the power and torque have changed somewhat - the figures for the latest editions are in brackets.
Suzuki DL650 V-Strom
The speedometer marking in miles is a residual feature of the US Army version of the V-Strom.
The speedometer marking in miles is a residual feature of the US Army version of the V-Strom.
Suzuki's little twin can be considered highly boosted. Let's say the 700 cc engine of the new Honda Transalp has only 60 hp. With. The power of the 650 is enough to confidently drag a pilot, a passenger and a full set of hard luggage cases filled with all sorts of coffee grinders, a down pillow and a folding stool with a soft ottoman. It is to drag, and not to rush forward, to lift the front wheel and accelerate like a whirlwind after 160 km/h with all the belongings and a passenger stupefied with horror. If you like this type of motorcycle touring, go and saddle up the VStrom 1000, or even better, the Suzuki GSXR1000.
Suzuki DL650 V-Strom
When braking, do not block the rear wheel.
When braking, do not block the rear wheel.
DL 650 is for calm, practical people, not “street trucks” and other punks. There are two things that can frustrate a picky motorcyclist. First: the 650 cc twin is a rather noisy engine; it produces a cacaphony of sounds while driving. A prolonged creaking, hysterical squeals, metallic clanging and even a quiet buzzing - all this will accompany you for thousands of kilometers of long-distance travel, even in Africa, even in Siberia. You won't get bored. There are two reasons why the VStrom engine is so loud: the design features and, most importantly, the amazing wind protection of the DL650, behind which, like behind a stone wall, the pilot is protected from the oncoming air flow and, accordingly, from the usual whistle of the helmet. In the vacuum created behind the high windshield, you can even hear the buzzing of the fuel pump!
Advantages
Users note:
- Convenience.
- Large windshield. Reliable protection from wind and rain at any speed from 100 to 180.
Despite the impressive size of the windshield, tall owners install an additional deflector so that the air flow passes over the helmet.
- Reliability.
- Affordable price (for some reason it is compared with the German “geese”, BMW R 750GS, BMW F 750GS).
- Accessories . Being essentially a hybrid between the liter DL 1000 and the naked SV 650 , it can use repair kits from both.
Sometimes they add design, ABS, good tires and long suspension travel.
Suzuki DL650 V-Strom
The rebound damping of the rear shock absorber is adjusted by an elegant valve.
The rebound damping of the rear shock absorber is adjusted by an elegant valve.
And here’s what else will upset the inquisitive biker: the reluctance of the motorcycle to accelerate dynamically after 130–140 km/h (especially with a passenger and luggage). Which in itself, of course, is not criminal - after all, this is not a dragster, but a “tourist”. But when overtaking cars, the sluggishness of the engine after 6500 rpm is a little annoying. The six-speed gearbox for a touring motorcycle is an advantage (the last gearbox stage is energy-saving). But the difficulty and noise with which this unit works is a big minus. I haven’t seen a gearbox as good as this one for a long time (except perhaps on a VMax of some hairy year of manufacture). The lever travel is excessively stretched and harsh, and gears are sometimes engaged with such a clanging sound that it sounds like nails are stuck between the gears. It’s difficult to catch neutral: if you catch it while standing still, you’ll hit it the third or fourth time. On the go - from the second. I wouldn’t dare to call the suspensions of the 650th VStrom energy-intensive in the fullness of this concept, and the possibilities of adjustments are a crying shame.
Suzuki DL650 V-Strom
That's all the fork adjustments...
That's all the fork adjustments...
For the fork, you can only adjust the preload of the springs; for the rear monoshock, you can adjust the preload and rebound damping. I was generally satisfied with the settings of the owner of the device being tested, but during dynamic driving with a passenger and especially when braking, the fork could no longer cope with the increased loads. I had absolutely no luck with the VStrom brakes. The front two-piston (and this is the 21st century...) Tokico can barely cope with a heavy motorcycle, and the rear single-piston Nissin (a strange choice for Suzuki) does not work at all. It just doesn’t work: I was never able to lock the rear wheel, although I tried very hard. It feels like there is air in the brake line. Perhaps it was so - the motorcycle is not new after all. Therefore, the first thing I would do when buying a used DL is to bleed all the brake lines and take the time to select especially grippy brake pads.
Suzuki DL650 V-Strom
The original protection of feathers from dirt is the “horns” on the wing.
The original protection of feathers from dirt is the “horns” on the wing.
One of the advantages of the “650” over the “liter” VStrom is its low fuel consumption. The appetite of Suzuki's 1000cc twin is the stuff of legends. Owners of the SV1000 and DL1000 VStrom cite such figures for gasoline consumption per 100 km that even drivers of old KamAZ trucks' jaws drop. Consumption of 12–14 liters in the city is the norm for a large engine, on the highway it is not much less - 8–10 l/100 km. The small VStrom easily tolerates a diet: from 4.5 to 7 l/100 km.
The question arises: why pay more if the cruising speed of both motorcycles is almost the same? For long-distance travel, the VStrom has everything except heated grips, but it can be installed. An incredibly comfortable low seat, one of the best wind protection in the class (due to the low seat and raised front plastic, the windshield almost completely covers the pilot from the flow of incoming air), an economical engine - all these qualities make long trips on the DL650 a pleasure. To make the VStrom even better, in addition to heated grips, it is worth installing the optional “shank” crankcase protection - otherwise the engine, exposed to all the dirt, will quickly turn into an unidentifiable lump, and it can also be damaged by stones flying from under the wheels.
Competitors
The first Japanese who comes to mind in the touring-enduro class is, of course, Yamaha with its Tenere.
Yamaha XTZ 660
The Yamaha XTZ 660 is a good choice for those who are interested in an inexpensive touring motorcycle.
XTZ 660 launched in 1991 , XT 660 Z - conceived as an update to the line, was released already in 2007 . Compared to Suzuki, they had 1-cylinder engines and a 5-speed gearbox. Because of this, they lost in terms of dynamics and maximum speed.
Honda XL700V Transalp
Honda was not far behind. Its XL700V Transalp was released in 2008.
The model was produced up to and including 2011, mainly for the European market.
It had a V-shaped engine with 2 cylinders , a 5-speed gearbox , a speed comparable to Suzuki, but at the same time it lost in dynamics . It’s interesting that the brand also has a 650cc model, but only the older model was offered for comparison.
Kawasaki Versys 650
Kawasaki Versys 650 is one of the leaders in all-purpose touring motorcycles.
Kawasaki came closest to Suzuki.
The 650cc Versys model also has 2 cylinders (in-line), 6-speed gearbox , chain drive , and comparable speed. But it differs in three stock configuration options. From minimal - protection of hands, tank, side cases to luxury , in which an additional case is installed in the back, fog lights with LEDs, a second 12 V .
Suzuki DL650 V-Strom
Protection for the crankcase and steering arms is a must-have kit for steep routes.
Protection for the crankcase and steering arms is a must-have kit for steep routes.
The passenger is comfortable. True, it is not easy for a driver to control a motorcycle if there is a “number two” behind him. The passenger seat is located high, and the “living luggage” significantly raises the motorcycle’s center of gravity. With such a weight distribution, you understand, it is much more difficult to take turns. And then, with a passenger, this “Strom” suddenly becomes as straightforward as the 1000cc version (which, by the way, “doesn’t notice” the additional 60-80 kg of cargo at all). With its voluminous, protruding cladding, the bike looks much bulkier and heavier than it actually is. Windy creatures in miniskirts mistake a motorcycle for something monumental and, accordingly, terribly expensive. And when will the V-twin sound with good forward flow!..
Weight
In 2011-12, the motorcycle received a major update, which affected both the filling and external parameters.
Curb weight changed from 207 to 214 kg .
Dry from 185 kg to 195 kg .
Motorcycles without stock ABS weighed ~20 kg less.
Dimensions
Currently, the model is one of the lightest among motorcycles of this class.
The sizes have changed several times:
- The length of the bike has become shorter - from 2290 mm to 2275 mm ;
- lost weight in width - from 840 mm to 835 mm ;
- grew in height - from 1390 mm to 1405 mm .
The wheelbase has also become larger - from 1540 mm to 1560 mm .
Seat height - from 820 mm to 835 mm .
Ground clearance - from 165 mm to 175 mm .
For whom is it intended?
One statement from the developers that this is an export version indicates that the biker cannot be short.
The optimal height for the owner of this motorcycle is from average and above.
However, even tall users ( above 180 cm ) note that the motorcycle is tall. “I stand on tiptoes at traffic lights.”
Suzuki DL650 V-Strom
A special “wow!” — about mirrors. I have never seen such all-seeing screens anywhere. Rectangular in shape and large in size, they capture and clearly “broadcast” absolutely all events behind the motorcycle. I don’t understand why no one else has made mirrors like this before? Gentlemen, designers, take the example of VStrom! This is not just a “tourist” - a complete “turundura”. The term is unsightly, so I teach you: you need to read this neologism (all rights reserved, the authorship is mine!) with reverence and with aspiration, and not as the words “then” or “rake.”
Suzuki DL650 V-Strom
“Turyndura” is the newest type of motorcycle that successfully combines the advantages of road workers, tourists and enduro. You will remind me of a common truth: any universality is a compromise. Do not repeat outdated maxims - there is zero truth in them! Why do tourists need a categorical bike with a tough character? Motorcycle drivers need a calm, flexible, hardy motorcycle that both girls and beginners can comfortably use. VStrom 650 is as friendly as an adult, well-fed shepherd dog. The danger is different: the motorcycle may live with you forever, and your wife will put the question bluntly: “Either me or him!”... You’ll have to get a divorce.
