Test: Suzuki V-Strom 650. "Although no frills, but immediately crawled under my skin."
Content
The Suzuki V-Strom 650 soon after 2004, when we first met it, has earned the status of a reliable all-round motorcycle. Therefore, it should come as no surprise that it also peaked high on the popularity charts. And it has almost never been missed on any unbiased motorcycle list comparing input to output ratios.
Anyone who said the V-Strom was an unrecognizable motorcycle with no insignia would fly by. In all generations, even after the last major overhaul in 2012, it was distinguished mainly by the front end with double headlights and a large windshield. From now on it will be harder to recognize him, so quickly. During this renovation, the small V-Strom collided with the design lines of its liter sibling. This means that in the upper part above the tank, compared to its predecessor, at least to the touch, it is much narrower, but nevertheless, in terms of protection from the wind, it is just as effective. I doubt the V-Strom 650 doesn't look like a motorcycle.
Euro4, more power, ideal engine configuration
During Suzuki's testing, among friends and acquaintances, those who either owned the V-Strom, or just rode it, or still have it, showed the most interest. Therefore, this time it seems to me that the content of this test will be of particular interest to those who are familiar with previous generations of V-Strom. If you are one of them and are wondering if it makes sense to think about replacing the old with the new, then my answer is yes. However, V-Strom deserves everyone's attention. Real.
Primarily because of the greater power. A few more horses produced by the completely revamped engine are key to the V-Strom from now on. You know, although initially Euro4 seemed like a harmful attacker for motorcycles, in reality it is not. It is true that the price lists have dropped sharply, but those that remain in them, almost all, in turn, offer more or at least the same power, being more economical and, above all, more advanced. In order to convince the legendary V-Strom two-cylinder engine that its exhalation met the current environmental standards, they had to treat a large part of the engine. Together they changed 60 components and it just didn't seem to me that the new V-Strom would be devoid of something.
Vice versa. In any case, I am of the opinion that a V-twin-drive machine configuration is most appropriate in this segment and in this volume class. Just because always pulls at full breath... I'm not saying the four-cylinder and parallel-two are lagging behind in terms of performance, but they need to be propelled to get anywhere. The three-cylinder engines I have been able to test are good, but they are always much more expensive. The two-cylinder Suzuki is simply great in its latest release. It's not the most up-to-date, especially in the area of motor electronics flexibility, but since some of us still enjoy driving the car below us in the old way, that is, with classic braids, the driving experience is incredibly authentic. I just wanted a slightly faster gearbox.
Evolution, not revolution
The V-Strom is not exactly a new bike in this edition. However, it is carefully processed. Most of the frame, with the exception of the rear, suspension and braking system, including ABS, remained unchanged. I can safely say that in addition to the engine, important innovations are visual repairs and anti-slip system... And, of course, the fact that the V-Strom is also available in an XT version, which includes classic spoked wheels and some other off-road accessories.
So there is no need to waste words on the agility, handling and handling of the new V-Strom. Quite right, based on past experience with predecessors, but, above all, trustworthy. You will love him open spaceThe ergonomics are also exemplary, which, unlike some direct competitors, forces the driver to take a slightly more forward-leaning posture. The Suzuki V-Strom 650, despite the fact that we measure, compare or evaluate it for its price, is at the forefront of the column in its segment. And in truth, mostly because of its engine, mostly very lonely or no real, direct competition.
However, despite the fact that, at least in terms of price, this is not one of those bikes that could be called cheap, it will behave somewhat, shall we say, modestly in the company of more expensive BMWs, Ducats, Triumphs. . etc. The V-Strom is not a cheeky motorcycle. Small parts they are the ones who talk about the need to economize in favor of affordable prices in some areas. I'm not overly critical, but the 12V outlet deserves a cover that doesn't look like a cheap airbag plug. Even the plumbing around the engine resembles a masterpiece of a man with a little less practice. But these are just whims that do not affect the character and quality of this motorcycle in any way. Some manufacturers have spoiled us with prettier screws and less visible ties and braces.
A mix of old and new
The fact that a lot of the old remains on the new V-Strom is good. It's good that the designers did not touch the transparent rear-view mirrors, it's good that despite the trend towards weight reduction, the front brake remained double. Not because of the effect, but because of the feeling. It's good that the tachometer is still analog, but the instrument panel has become richer, as it has a gear indicator and an outside air temperature sensor.
The V-Strom is a prime example of the claim that sometimes evolution is better than revolution. In fact, he remained the same, but got better. This is the type of motorcycle in which you insert a tachometer needle between 4.000 and 8.000 rpm and ride quietly. You don't have to deal with complex settings, engine folders, etc. Not to mention the thirst for gasoline, this is a very modest motorcycle. He demanded good on the test 4 liters per hundred kilometers.
I don’t know, maybe he would not have convinced me so much if he drove exclusively on the highway. Or more off-road. But during the test week, my daily life forced me to ride on winding roads, uphill and downhill, and into the city and on the Ljubljana ring road. And when Vee-Strom and I turned through the woods to the house, I was numb with the thought that I would never defend such a "universal" at all. And this is one of the few Japanese people who lured me into the next round every night, which is so irrelevant and has no purpose. For some reason, it seems to me that the V-Strom will move forward in its class for a long time.
Matyaj Tomajic
photo: Sasha Kapetanovich, Matyazh Tomazic
Basic data
Sales: Suzuki Slovenia
Base model price: 7.990 €
Test model cost: 7.990 €
Technical information
engine: 645 cm³, two-cylinder V-shaped, water-cooled
Power: 52 kW (71 hp) at 8.800 rpm
Torque: 62 Nm at 6.500 rpm
Energy transfer: 6-speed gearbox, chain,
Frame: aluminum, partially steel tubular
brakes: front 2 discs 310 mm, rear 1 disc 260 mm, ABS, anti-slip adjustment
Suspension: front telescopic fork 43 mm, rear double swingarm adjustable,
Tires: before 110/80 R19, rear 150/70 R17
Growth: 835mm
Ground clearance: 170
Fuel tank: 20 liters
We praise and reproach
engine, driving performance
ergonomics, spaciousness
price, versatility, fuel consumption
switchable anti-slip system
No space under the seat for first aid
Some cheap parts
