Suzuki V-Strom 650 —

24 Янв 2015 | Author: | Комментарии к записи Suzuki V-Strom 650 — отключены
Honda XL 650 V

Suzuki V-Strom 650

It’s to argue with the success of the SV-650 or to argue with the that the DL1000 V-Strom has from the press. Suzuki run by dummies, they know they have and they act thus we are now blessed with the V-Strom.

The DL650 uses of the mechanical and running gear the SV-650, but it’s wrapped in touring bodywork and graced upright bars, and a long suspension like the original The original V-Strom has earned a for being surprisingly nimble and to ride for a 1000cc bike. would lead one to guess the lighter and lower 650 version be one of the most nimble and easiest to bikes you could possibly

Does reality meet Yes and No.

In the twisty stuff, or on dirt, and other unimproved roads, the V-Strom is even better I expected it to be. It changes direction while maintaining good and inspiring a feeling of confidence. I was that it might be a little or twitchy, but even after the thing like a loon, my turned out to be entirely unfounded.

On and interstates, the 650 offers good protection and the adjustable windscreen me to create a cruising environment was free from the annoying that often plagues bikes.

My day at the V-Strom 650 Press Intro out with a 25mile ride from Palm Springs, on 10. That leg was unremarkable and less inspiring, but it did serve to validate the use as an unobtrusive transportation tool. our group ride from 10 up to the ranger station at Joshua was rather bland in that stay-inside-the lines sort of

However, after we stopped and at the station, we were allowed to in smaller groups for the 35 mile to our next rendezvous point. I hooked-up with one of my fellow we follow the rules journalists and we off down the desert two-lane at speeds. I can’t go into too details, for fear that Sam will come knocking on my

I will however, say that the makes a hell of a good carver and will change super-fast and super-easy while good feedback from the patch out front and allowing its to maintain a reasonable blood reading. The road we were on has a lot of sections and some questionable so the friendly little DL is a good to have along for this of dogfight.

About 15 miles this blast, I spotted a for a graded dirt road, leads back about a to a turnaround loop. I signaled to my in crime and we quickly disappeared off the path. After we had some fun each other with we stopped at the turnaround for a few photos and a video of the DL650 playing in the Suzuki says the V-Strom actually intended for dirt but I think they might be the point.

The V-Strom 650 actually works on unpaved roads, than of the outright dual-purpose bikes I’ve had the pleasure to ride.

gave the 650 the same beefy fork tubes from the 1000, but they dropped the internals, in favor of less free valve damping. The forks help the 650 feel and to my surprise the damping and overall action worked well in type of riding that I throw at it.

The 110/80 R19 front and R17 rear Bridgestone Trail tires proved quite footed on tarmac and surprisingly off-road, as long as you don’t get away with the lean I think they’re a good for the DL’s suspension and would be to replace them with the same tire, once worn-out. How many OEM tires can you say about?

Unfortunately, there are a couple of that stand in the way of this Suzuki becoming the perfect bike. First and foremost, decided that it would be a idea (I don’t think it ever is a good idea) to the SV-650 based motor, to fit the 650’s character as a Sport Tourer. This involved the SV-650’s cams, for a set with milder intake and exhaust

They also increased inertia (flywheel effect) by 4% a redesigned starter clutch. you couple this milder of tune with a bike weighs a claimed 417Lbs 54Lbs more than for the SV-650), you get a noticeable decrease in performance.

Another annoyance was in parking lot maneuvers, the new fairing a slightly more top-heavy to the DL650, I’m not sure if is actually from added or merely a sense of awkwardness by the acres of plastic in your of view. Softened engine I’m simply picking Please don’t get the impression the bike is anything other nimble and friendly to ride. It has of power for cruising, exploring and strafing.

On the open road, I was to coax and indicated 130Mph out of my bike, which means the engine is still making of power for the real world, don’t expect effortless drag race victories or sliding corner exits ( you’re on dirt).

After spending some with the little V-Strom, pleased to report that it is a fun and nimble bike. It flows through canyon, secondary and dirt or gravel fire The upright seating position and bars coupled with the 650cc V-Twin engine that quick transitions and the of corners are handled with It has a reasonably low seat height for its and the ergos remained comfortable a 10 hour day of riding.

When you the added bonus of being to have some mild fun with an inexpensive and highly street bike, you get a package pleases on quite a few more than expected. Be sure to ride one if you get the chance.




New adventure tourer designed for on-road performance with low height, wind protection and comfort


and compact front fairing for wind protection, plus comfortable seat — includes large multi-reflector headlights

Compact step-motor and tachometer with LED illumination, LCD display for twin tripmeters, temperature gauge, fuel and digital clock

Height-adjustable windshield for maximum protection and comfort — can be adjusted to three positions in a vertical range

Large luggage rack with platform to help keep and luggage in place

Aluminum frame and aluminum swingarm are compact and rigid — sub-frame simplifies maintenance

43mm front fork for a ride under all riding

Honda XL 650 V

Link-type rear suspension a single shock absorber adjustable rebound damping and a hydraulic preload adjuster for adjustment

Dual front brakes with large rotors and twin-piston calipers, single-disc rear brake 260mm rotor and single-piston

Lightweight cast aluminum — F: 2.50 x 19 with radial tire, R: 4.0 x 17 with rear tire

Large 5.8 fuel tank for long-range


SV650-based 90 degree V-twin, DOHC liquid-cooled engine with cam profile and 4% more crankshaft for stronger low-to-mid-range power

fuel injection features the Dual Throttle Valve (SDTV) — maintains air velocity in the intake tract for low-to-mid rpm throttle response

Fast Idling System automatically sets throttle opening during cold starts by monitoring coolant

Digital ignition system optimum ignition timing separate maps for each

Lightweight shim-under-bucket valve operates 31mm intake and exhaust valves, plus timing with emphasis on power

SCEM (Suzuki Electro-chemical Material) plated minimize cylinder size and heat dissipation

Smooth 6-speed transmission with operated clutch — drive ratio lowered SV650 for improved low rpm performance

liquid cooling system for engine operating temperature includes compact oil cooler

outer clutch cover and sprocket cover for reduced and noise

High-mounted stainless exhaust system with muffler tuned to enhance torque and low-to-midrange performance

— air injection system CO and HC emissions — California equipped with catalyst in to further reduce emissions

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


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