Table of contents
- Second-hand advice Suzuki DL 650 V-Strom Suzuki DL 650 V-Strom
- Model upgrade and technical data
- The competition
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Second-hand advice Suzuki DL 650 V-Strom
Second-hand advice Suzuki DL 650 V-Strom
Suzuki DL 650 V-Strom
As a new vehicle, the small, very versatile V-Strom stands out from many of its competitors. However, other bandages are being fought for on the used market. How does the young travel enduro fare against established opponents there?
Thorsten Dentges
09/04/2006
She is a winner. Won the demanding MOTORRAD Alpine Masters (see issue 18/2006) and defended the surprise success of the previous year. The rather inconspicuous V-Strom 650 has only been on the market for two and a half years. Not only in the trade press, but also with touring riders who tend to be more critical. Many of them have recognized that power and displacement are not everything when traveling. The whole package has to be right. And it does in the case of the 67 hp 650 V-Strom, which even outperforms its 1000 sister in some points and also makes the direct mid-range competitors look predominantly old (see page 64f.). With its undisputed advantages, the comparatively light and handy two-cylinder enduro is particularly popular with late-comers and those returning, especially as a new vehicle because of the low price. Understandably, owners only want to make small losses when reselling and often offer the young used one hardly cheaper than a new one. Of course, such offers do not attract many interested parties. But now, after three years of construction, there are now some V-Strom 650s who have traveled around with slightly higher (but usually harmless) mileages on the used market, which slide into an attractive price range. Within this, the small V-Strom also has the potential for a place on the podium as a used one.
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The V-Strom 650 is considered reliable. The engine taken over from the SV 650 had at least held up in the MOTORRAD endurance test of the SV, and even workshops cannot report anything negative about the V-Strom in its previous construction period. With such a young used vehicle, however, the question arises why an owner would want to buy it. Was there a fall? In any case, only machines should be purchased in absolutely perfect condition without scratches or cracks. You can only overlook it at an irresistible bargain price, as long as it is only about visually disturbing traces of a harmless fallover. Also determining the price: the condition of wear parts and tires as well as the addition of useful accessories such as a luggage system.
Model upgrade and technical data
archive
The V-Strom 650 received some facelifts.
The small V-Strom gets a lot of competition. Namely from its facelifted successor, which is already available now, comes up with ABS and thus presumably leaves little to be desired, even for very demanding touring riders. According to dealers, the interest in the new one is very high. In particular, used vehicles that are as good as new will find it difficult to find a new owner with price announcements of over 5,000 euros, because from autumn onwards, many examples with odometer reading zero or barely driven demonstrators from the years 2005 and 2006 will be offered well below the new price (at least 1500 euros cheaper). Accordingly, used V-Strom 650 only have good sales prospects if they are noticeably inexpensive (the pain threshold is around 4500 euros), have a full service history and are equipped with plenty of accessories. Such specimens are rare, but in great demand.
Facelift
2003 The first copies are delivered to customers in December. Price: 6990 euros plus additional costs
2004 Official sales start, available colors: blue, black, silver
2005 No switch for parking / low beam. Another color variant is red
2006 No technical changes, price unchanged at 6990 euros. A two-tone paint in blue / silver replaces the plain silver version, the rest of the color palette remains as before. The 2007 model with ABS will be available from August. Price: 7190 euros plus additional costs
Technical specifications
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, electronic intake manifold injection, Ø 39 mm, regulated catalytic converter, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81 x 62.6 mm
Cubic capacity 645 cm3
Rated output 49 kW (67 hp) at 8800 rpm
Max. Torque 60 Nm at 6400 rpm
Chassis: Bridge frame made of aluminum, telescopic fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut with lever system, double disc brake at the front, Ø 310 mm, disc brake at the rear, Ø 260 mm.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
110/80 R 19, 150/70 R 17 tires
Dimensions and weights: wheelbase 1540 mm, steering head angle 64 degrees, caster 110 mm, suspension travel f / h 150/150 mm, seat height 815 mm, weight with a full tank of 214 kg, payload 206 kg, tank capacity 22 liters.
MOTORCYCLE measurements:
Top speed 180 km / h
acceleration
0 100 km / h 3.9 sec
Draft
60 ?? 140 km / h 5.3 sec
Consumption 3.9 l / 100 km (at 100 km / h)
4.8 l / 100 km (at 130 km / h)
Regular gasoline
The competition
archive
Also with Honda or …
Suzuki DL 1000 V-Strom
In the family duel, the older sister has to work hard to keep the 650 V-Strom in check. Can you do this? viewed soberly? alone in two-person operation. Because only there can it fully exploit its capacity and performance advantage. Otherwise, the somewhat heavier and electronically sealed off at 200 km / h is only a nose’s length ahead in terms of performance. In any case, she can’t outrun the 650 on winding country roads. And when traveling, the small V-Strom has advantages over its bigger sister, such as an adjustable windshield or lower consumption. Compared to its classmates à la BMW R 1150 GS, the V-Strom 1000 is very inexpensive to get hold of as a used machine, but compared to the 650 version, it can hardly be rated as a bargain due to the new price being over 2000 euros higher. For around 4,000 euros there are isolated DL 1000 V-Strom from the year of construction 2002 with well over 30,000 kilometers on the clock, similar to old models, but with around 15,000 kilometers already cost over 4,500 euros. Most of the offers ?? mostly from dealers ?? is between 5000 and 5500 euros: 2003 and 2004 with around 10,000 kilometers. Very young used cars are often over 6,000 euros.
archive
… BMW is not bad on the road.
Honda Transalp 650
Not an explosive, more of a long-running hit. With only 53 PS and not exactly breathtaking power delivery, the Transalp 650 can, as expected, hardly keep up with the lively Suzuki. On the other hand, the tried and tested and very cultivated V-Twin is rock solid and lasts tens of thousands of kilometers without any problems with proper maintenance. In addition, the Honda can in terms of chassis and travel suitability ?? also with a pillion passenger? easily stand up to the more modern Suzuki. After all, Honda was able to sell around 9,000 units of the 650 Transalp. From around 3000 euros, private sellers offer models built in 2000 and 2001 with mileages of around 30,000 kilometers. For garage vehicles with a full service history and around 10,000 kilometers (up to model 2004) on the clock, 4,000 to 4,500 euros are required. With a bit of luck, you can get hold of a little-used 2005 model for around 4500 euros, which at the time was heavily discounted as a bargain at dealerships. New demonstrators are available from 5000 euros.
BMW F 650 GS
The biggest disadvantage of the BMW compared to the Suzuki: the naturally less durable and, in comparison, significantly weaker single-cylinder engine. But for many buyers, it is precisely in its punchy characteristics that the attraction lies. The petite 650 GS is particularly popular with beginners because of its comparatively low weight, low seat height, ABS and easy handling. It has sold more than 15,000 times since 2000, and the second-hand range is almost overwhelming. Dealers and private providers are about the same. The GS is not cheap, however, many used machines are extremely overpriced, even if accessories such as heated grips are usually included. Good specimens from the first two years of construction with around 20,000 kilometers are rarely asked for less than 4,000 euros, but most offers are more recent (model 2002 to 2004) and should still cost around 4,500 euros even with mileages of around 15,000 kilometers. New used vehicles and demonstrators (no more than one year old and less than 5000 kilometers) are often offered well over 5000 euros.
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