BMW G650GS vs Honda XL700V Transalp vs Suzuki DL650 V-Strom: 3 views midsize…

21 May 2015 | Author: | Comments Off on BMW G650GS vs Honda XL700V Transalp vs Suzuki DL650 V-Strom: 3 views midsize…
Honda XL 650 V
Honda XL 650 V

BMW G650GS vs Honda XL700V Transalp vs Suzuki DL650 V-Strom: 3 views midsize trail

With its new Suzuki DL650 V-Strom. Suzuki has good “reboots” the career of this motorcycle consumer losing ground here. But the arrival of this trail mid-displacement could also revive the category. To evaluate its potential, we would have opposed the Honda XL700V Transalp stainless and G650GS. which marks the return of BMW mono…

BMW G650GS vs Honda XL700V Transalp vs Suzuki DL650 V-Strom: The comparative

The family of trails mid-displacement is booming this year. In early 2011, we discovered the new Triumph Tiger 800, which have boosted the category well. And this summer, Suzuki took over from his Suzuki DL650 V-Strom (finally!), appeared in 2003.

The opportunity is too good to compare this novel to the Honda XL700V Transalp, archetype of mid-displacement twin trail. And to have an alternative proposal in the same price range, we took a ride on single-cylinder BMW G650GS, back in the BMW range for 2011.

The redesign of the Suzuki V-Strom is sufficient to dominate the competition? From its – soon – 4 years, the Honda Transalp does it still have a say in public trails? The single cylinder in the BMW G650GS will face the twin shock the Japanese?

See it on the spot!

The BMW G650GS will show the finest, most compact of the trio and it is enough to maneuver to find his size ATV, especially against the opulent Honda. The German mono, this is the bike of the band! Moreover, it is also the G650GS 2011 that turns the best of the lot by far.

It is silent as useless to force to get into the saddle; the German is the lowest in our survey trails, to 780 mm of soil in standard definition (841 mm for the Transalp, 835 mm for the V-Strom).

Then there’s the BMW G650GS ergonomics closest to propose that the average displacement of roadsters: arms outstretched but placed stockings, heels directly below the waist almost. The comparison stops when the engine is started. Here, the vibrations, while the slow twitch, the sound … sure, it’s a cylinder!

G650GS also distills the vibrations along most of its rev range while the Suzuki DL650 V-Strom does not generate hardly any.

A single, you can listen, that’s understandable

Approval or side engine performance, the BMW G650GS can not fight face to the other two. Unsurprisingly, the useful range of the cylinder is less extensive: below 2500 rev / min, it pounds, beyond 5500 rev / min, it slows down. To appreciate its force, we must remain between 3000 r / min and 5500 r / min. Nothing to do with the engine of the Suzuki elastic!

However, this single cylinder designed there over 15 years by Rot ax – and particularly renowned for its exemplary reliability – always shows prompt tone when you open the throttle to half speed, and this is indeed what is asked!

Side-part cycle, trail BMW has little to learn from. With less than 200 kg fully fueled tested by us (24 kg less than the Honda) and geometry up to date, the BMW G650GS up its narrow spooked wheels almost better than others in the winding. This is clearly the most agile of the three.

Flip side, the BMW seems less put on a rail in large curves.

Lightness, optimal turning radius, suspensions well damped and the only switchable ABS Lot: G650GS is probably the closest to the spirit trail of the band – is a versatile road / path / track stronger – despite his handlebars too low (such as the Honda) or his ride trails Bridgestone tires more typical road (Battle wing on the BMW G650GS Trailing against the Transalp and V-Strom).

Effective, BMW maintains the spirit trail

Sold out € 6 990 options, the BMW G650GS quickly reached € 8,000 with ABS, heated grips and plenty of options available in the catalog. At this rate, it finds its way on a Honda Transalp and Suzuki V-Strom both possesses powerful twins. The single imposes indeed known limitations in performance or enjoyment: So here a mechanical typed who spices up the road driving or off road “quiet”, but strike all the versatility of this bike road against its two competitors of day.

Quite protective against the wind, fitted with a soft seat, the BMW side G650GS sin because of its comfort and its mechanical vibrations “to guide”. Under these conditions, as the Yamaha XT660 Z, it will appeal especially to fans and connoisseurs of trails … Mono.

Honda XL700V Transalp: Failing Africa Twin

The Transalp is part of the furniture at Honda. Flirting with spring 25 – but recast in 2007 – the Honda XL700V Transalp trail acts as versatile the demise of the greatly missed Africa Twin 750. In her dress accompanied by HRC replica gold wheels, the Transalp in 2011 does not show the least more careful of our three days of trails.

All plastics are varnished, the adjustments are perfect. This is the largest one, the heaviest, the highest seat: 841 mm it’s deserved an adjustable seat and may therefore alienate more “short-legged”.

However, if the Honda XL700V Transalp is a motorcycle easy grip, it is less obvious than the Suzuki DL650 V-Strom 2012. It is also clumsier than the Suzuki and – a fortiori – the sylph BMW G650GS. This is not felt in the city, where the handling of the Transalp is still in the game, but on the road, trail Honda general public remains in the background. Less accurate train before the BMW G650GS (which is placed at millimeter), she shows more and more blurred when one raises his voice.

The Suzuki V-Strom DL650 remains constant, and begins to waddle on the approach to the limit.

However, the Transalp 2011 shines with the best braking of our trio. A walk or emergency braking, the famous C-ABS Honda is Royal. He shows himself a more transparent, unlike the BMW with the lever and the pedal “bounce” when ABS is activated.

In terms of approval engine, Honda has enough trunks to allow any overruns, including on the highway.

But the Honda XL700V Transalp is clearly penalized by its 5-speed gearbox. If 130 km / h, its twin turns 300 rev / min slower than the V-Strom, it feels the sensation of “churning”. In addition, the national rolling, the Transalp happens faster near its redline.

Moral: it makes you want to spend the sixth … that does not exist.

The Honda XL700V again – a little – with its delay comfort (seat and suspensions) level V-Strom. However the protection of the bubble of the Honda is not the expected level.

Forced to evolve

Honda XL 650 V
Honda XL 650 V

Sold € 8290 C-ABS version (to 04/08/11), the Honda XL700V Transalp is now in a difficult position. It is less comfortable (protection) and mechanically less efficient than the Suzuki DL650 V-Strom 2012. Displayed at the same price, the Honda keeps it for a good finish and a peerless braking. Otherwise, the new Suzuki drives the point on many points.

But what is more normal for a novelty, after all?

Suzuki DL650 V-Strom: The caterpillar becomes a butterfly?

Recently tried on latestbikesinfo, the new Suzuki DL650 now faces stiff competition. If the line of the V-Strom 2011 is more successful, build quality yet ready for criticism: lack of certain plastics or varnish are treated carbon irrelevant. In terms of ergonomics, the DL showed a beautiful tight in the crotch for easy access to land.

With 835 mm, however, must be greater than 1.70 m to almost put both feet flat on the floor.

The equipment of the new Suzuki trail is fairly complete, like the dashboard of our richest plate. If the DL650 V-Strom motorcycle is the longest in our survey, it also has the steering geometry the most closed (26 ° to about 28 ° against the other two) and a weight distribution over the front. In the field, the V-Strom is a good compromise in our survey: stable enough to face the highway at high speed and agile enough on small roads.

So much so that the V-Strom performs better than the Honda’s tires Bridgestone Trailing obsolete. In addition, if the ABS as standard is not as bright as the Honda system, the ABS Suzuki DL650 V-Strom 2012 is far more discreet than the BMW. The approval wins.

Versatility affirmed

Approval side engine, the V-Twin 650 Suzuki arose there. For the smooth mechanics, the V-Strom would surpass even the Honda against vibrations by its even greater selection box or his impeccable. In return, the engine quicker to respond and make the difference extends to the other two.

Trails and three mid range in our survey, it is clear that the Suzuki DL650 offers the widest range of use: it pulls from 2 500 to 7500 r / min without relent.

We regret that this twin anyway, closely derived from that of the Gladius (itself taken from the Suzuki SV 650), has lost its “expression” and shows a rather dull sound. Kawasaki 650 Versys is shown, for example more alive, but does not possess the same level of approval (selection, vibration) or comfort (protection).

As for comfort, the Suzuki V-Strom “2.0″ trumps his opponents: saddle, suspension, and protection of the bubble … it lacks the hand guards serial Transalp. The bulky appearance of the DL650 and ergonomics typed road however what will deter the attempts to break off the beaten path … You can not have everything.

Always consistent, despite inflation of prices

Suzuki DL650 V-Strom’s first name was a very good bike: 2012 vintage as her replacement. Aesthetically harmonious, it treats some details (seat, dash), and combines the good points in terms of driving pleasure and efficiency. Always healthy, comfortable, with an engine still available, it can do everything very well and often.

However, the new Suzuki DL650 begins to pay dearly for his endearing versatility. Displayed to € 8,199 is € 700 more than its predecessor, knowing that it is no longer available only ABS. At this rate, we must also pay € 174.51 for a seat high or low. So, we would have liked to see the V-Strom 2012 a center stand or hand guards as standard.

Besides, for those indifferent to the ABS braking, the Triumph Tiger 800 standard is sold € 9,190 (without ABS so). Food for thought…

Honda XL 650 V
Honda XL 650 V
Honda XL 650 V
Honda XL 650 V
Honda XL 650 V
Honda XL 650 V
Honda XL 650 V

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