If all you want is a comfortable bike that will motor happily along just about any excuse for a road, and doesn’t cost much, Suzuki’s DL650 V-Strom will fill that bill with pleasure. Of course, for serious off-road riding, or if you require 150+ streetable horsepower, you are better off looking at Suzuki’s DR-Z400 or the GSX-R1000. What we are dealing with here is “Everyman’s Motorcycle,” content to roll along the asphalt from ocean to ocean, spend a week dabbling along then Continental Divide’s myriad dirt roads, do a daily commute. It has the suspension, the ergonomics, and the power most motorcycling mortals need for on or off-road.

For my general purposes, the V-Strom models, first the 1000, now the 650, which Suzuki marketing types have described as a “sport enduro tourer,” hit my traveling nail smack on the head. “Sport” because it is fun to ride reasonably fast. “Enduro” because it has vaguely off-pavement pretensions. “Tourer” because the company offers saddlebags and other traveling amenities. I like the package.

We should all be familiar with the 90-degree 645cc V-twin, tried and proven in the Suzuki SV series that appeared some five years ago. It has chain-driven double overhead camshafts, four valves per cylinder, and, since last year, fuel injection; it is rock-reliable. To turn the sporty SV engine to the more mid-range needs of the V-Strom, all the engineers did was change the cams. The engine now puts out some 63 genuine rear-wheel horsepower at ten-five rpm, and over 40 foot-pounds of torque all the way from 5,000 to 8,000 rpm. As one who grew up on 650 twins, albeit of air-cooled parallel design, I find this 40-inch V-twin is a most excellent piece of work. The power is so regular, so smooth, so strong, that you almost think you are on the 1000cc version until you really whack it on.

The cable-operated clutch works the six speeds in the transmission with chain final drive. The two-into-one exhaust system saves weight and money. Speaking of weight, this is not a light motorcycle. Suzuki claims the dry weight is 418 pounds, but by the time oil, coolant, gas, brake fluid and whatever else has been put in place, 50 pounds have been added making it a middling-weight machine. The 650 is only 40 pounds lighter than the 1000, but when floundering through a muddy stretch, that does make a difference.

This power-train sits in virtually the same chassis as the bigger 1000 V-Strom, with a twin-spar frame of squareish design made of cast aluminum alloy, and a box-section aluminum swingarm. Under the seat is a single Showa shock which—bless you Suzuki—has an external wheel for easily adjusting the preload, as well as a rebound damping adjustment. This is certainly not a shock for doing serious bump work. Traveling along some very rutted, bumpy roads I could have asked for an expensive Ohlins or the like, but this bike is being built down to a price, and the shock will work adequately for most use. Showa forks at the front allow preloading the springs to the rider’s desire. Both ends have almost six inches of wheel travel.

Fork angle is just a tad steeper on the 650 than the 1000, with the wheelbase on the 650 being 60.6 inches, .4 inch less than the 1000. This still makes it a relatively long bike, almost four inches longer than the SV650 models, but the handling on a twisty road is perfectly fine and confidence inspiring. Indicating its modest off-roading intentions, the wheels are cast three-spokers, with a 150/70-17 tire at the back, and a 110/80-19 at the front. This demonstrates Suzuki’s intention to sell this as a graded-road bike, rather than a booniebasher. Stopping is done by twin 310 mm discs on the front wheel, with two-piston calipers; and a single smaller 260 mm disc on the back, with a single-piston caliper. Braking is not abrupt, making it fine on loose surfaces.

The DL650’s main drawback as a dual sport machine is the lack of protection for the engine, with a little oil radiator just waiting to be crushed by a hidden rock—although the rock would have to take out the header pipe first. But in truth, most dual purpose riders tend to stay on somewhat groomed surfaces, instead of struggling up boulder strewn ravines.

The dressing on the DL650 is fine. A small fairing is in front of the 5.8 gallon gas tank, with a slightly adjustable windshield. Being a tall rider, I kept it in its lowest position and got a smooth stream of air. Suzuki offers a taller version, and I imagine aftermarket shops will soon be selling all-around larger shields. The instruments on the dashboard include analog speedo and tach, lights for turn signals, high beam and neutral, and a little digital read-out for fuel level engine heat, tripmeters, et cetera. I liked the handlebars, but would like to have had the footpegs back a few inches to facilitate standing when doing those aforementioned bumpy bits.

The seat, some 32 inches above the ground, is a bit hard but that is probably because Suzuki has removed some of the stuffing for the less long of leg. Two-hour stints are fine; then get off, do a little stretch and get back on. I did not get an accurate mileage check, but imagine it is upwards of 45 mpg, which means a minimum of 200 miles before the rider has to think about filling up.

Take off the seat and, miracle of miracles, there is the battery. It is a sealed unit requiring no maintenance, but I like having it out there in the open just in case you have to jump a friend’s bike. Also just under the seat is a tool kit and manual, even a teeny bit of storage space. A very simple box-section rear sub-frame holds everything in place and includes a luggage rack. Maintenance and checks are quite easy, with an accessible oil filter and drain plug. If coolant does run low, there is the minor hassle of removing the left fairing panel to get at the filler; we can live with that.

I only had the bike for a week, but I made the most of it. On good pavement I would sweep through the corners in pursuit of friends on faster sport bikes. On bad pavement where the friends slowed down, I did not. There were goodgravel roads and bad dirt roads, and only on the latter could I have wished for a more aggressive tire pattern on the Bridgestone Trail Wing radials. The Trail Wings were great for everything except climbing steep soft slopes.



I am impressed by this DL650; with a $6,599 price tag, it is indeed a great buy. Anyone wanting a show-off bike, like a Harley Deuce or a Ducati 999S, will not bepartial to the mini V-Strom. Anyone wanting to go places, like just about anywhere between Prudhoe Bay and the Panama Canal, should take a ride on the DL650. Accessories include handguards, centerstand, heated grips, gel seat, the aforementioned saddlebags, and a few other items designed to make the long haul more comfortable. A perfect dual sporter? No, but I can’t really think of anything I don’t like about this machine.

Originally published June 2004.

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