Second-hand advice Suzuki SV 650

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Second-hand advice Suzuki SV 650
Bilski

counselor

Used purchase

Second-hand advice Suzuki SV 650

Second-hand advice Suzuki SV 650
Second-hand advice Suzuki SV 650

Since the appearance of the Suzuki SV 650 with its lively two-cylinder V-engine in 1999, the motorcycle world is no longer the same. Finding more driving fun for less money becomes difficult. What good is the SV as used?

Stefan luck

08/02/2007

With the SV 650 presented in 1999, Suzuki ran into open doors in the two-wheeled community. The combination of a very lively V2, agile driving behavior, confident handling and high-quality equipment at an affordable price generated enthusiasm on all sides, especially since the Japanese had succeeded in putting a motorcycle on the wheels that does not overwhelm beginners and does not bore veterans. Basically, you have to choose between a comfortable sitting position or a suitable wind protection, whereby the S-model is not a torture bench either. The reliable, water-cooled two-cylinder doesn’t take a stroll or bend bolts. Even self-confessed angasers from the editorial team had to admit after riding out with the SV that at least off the racetrack, nobody needs a motorcycle for fun anymore. The people saw it the same way and bought diligently. To date over 27,600 pieces, in Germany alone. But even at SV it is not possible without a shadow.
From the beginning, the far too softly tuned telescopic fork was criticized, which is overwhelmed, especially on brisk driving. This can be remedied by harder fork springs and the right oil from retrofit providers. The hooked ignition lock may also have caused one or the other curse. If the gearbox is difficult to shift, the complex release mechanism of the clutch is usually not meticulously set. And heaven knows why the muffler, header and manifold are welded together. The installation of accessory silencers, which is popular with SV drivers, is in any case not made any easier. In general, the SV is reliable and robust, even though the engine showed some wear and tear after 50,000 kilometers of endurance test.

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sightseeing

The most important point during the SV inspection should be clarified beforehand. Naked or with a camisole? While a hooked ignition lock is a normal occurrence at SV, the difficult release mechanism is usually not set correctly in the case of a poorly metered clutch and a hard-to-change gearbox. In the case of accessories such as cockpit windows or mini indicators, make sure that they are registered or have a test mark. Especially with the popular accessory exhaust systems, the original should definitely be included, because the pot is welded to the collector, which is why it is unavoidable to reach for the saw for the purpose of separation and when dismantling the fit is only guaranteed with the right pot.

Market situation

With a stock of over 24,000 copies, there is no shortage of used ones. That depresses the prices, and anyone who spends more than 3000 euros on a carburetor model, whether with or without a fairing, is simply to blame. With a bit of luck, you will find untampered specimens from the years 2000 and 2001 with less than 15,000 kilometers on the clock. Even the injection version from 2003 in a toothbrush-tidy condition and with homeopathic mileage is available for well under 4000 euros. Excessive customization of the lively V2 has a rather negative effect on the price.

Facelift

1999
Introduction, model code AV, price 11,090 marks (5,670 euros); S-model 11790 marks (6028 euros).
2001
Silver-colored cylinder, price 12390 marks (6330 euros), S-model 12990 marks (6640 euros).
2002
Adjustable spring base of the telescopic fork, prices unchanged.
2003
Completely new model (WVBY) with cast frame, angular design and injection with U-Kat because of Euro 2, price 6,460 euros, S model 6900 euros.
2004
Rear frame 40 millimeters lower, seat position and position of driver and passenger pegs and exhaust changed, smaller rear fender, price 6475 euros, S model 6640 euros.
2005
Cooler 40 mm narrower, small cockpit fairing for normal version. Price 6330 euros, S model 6640 euros.
2006
No technical changes, price 5860 euros, S model 6160 euros.
2007
Engine heavily revised, including Double ignition; Delivery in Germany only with ABS, price 6490 euros, S model 6790 euros.
Recalls (Model 2000): Installation of an additional oil baffle in the engine housing

MOTORCYCLE tests

SV 650 and 650 S: 10/1999 (VT), 24/1999 (hairdressing salon), 21/2002 (GK)

SV 650 S: 4/1999 (T), 8/00 (VT), 18/2000 (LT), 26/2000 (VT), 17/2001 (Alpentest), 21/2002 (GK), 7/2003 ( VT), 15/2003 (KV), 23/2003 (VT), 5/2005 (VT), 7/2006 (VT), 13/2007 (VT)

SV 650: 5/1999 (VT), 3/2000 (VT), 22/2000 (VT), 1/2001 (VT), 16/2001 (TT), 22/2001 (VT), 2/2002 (VT ), 10/2003 (TT), 9/2004 (VT), 17/2005 (VT), 21/2005 (VT), 14/2006 (VT).

Internet: www.svrider.de

* T = test, TT = top test, VT = comparison test, KV = concept comparison, LT = long-distance test, GK = used purchase; Repeat orders by phone 0711 / 182-1229

Data (model AV, year 2001) – (model AV, year 2001)

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, Mikuni constant pressure carburetor, Ø 39 mm, digital ignition, no exhaust gas cleaning, three-phase alternator 300 watts , Battery 12 V / 10 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 81.0 x 62.6 mm
Cubic capacity 645 cm3
Compression ratio 11.5: 1
Rated output 52 kW (71 hp) at 9000 rpm
Max. Torque 62 Nm at 7500 rpm

landing gear
Trellis frame made of aluminum profiles, screwed rear frame, telescopic fork Ø 41 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 290 mm, disc brake at the rear, Ø 240 mm.
Cast aluminum wheels 3.50 x1 7; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17

mass and weight
Wheelbase 1430 mm, steering head angle 65 degrees, caster 100 mm, spring travel f / h 120/125 mm, seat height * 800 mm, weight with a full tank * 189 kg, load * 211 kg, tank capacity 16 liters.

MEASUREMENTS
(MOTORCYCLE 16/2001)
Performance
Top speed 204 km / h

acceleration
0 100 km / h 3.6 sec
0 160 km / h 9.4 sec

Draft
60 ?? 100 km / h 4.8 sec
100 ?? 140 km / h 5.9 sec

consumption
4.3 to 4.8 l / 100 km, regular gasoline

* Motorcycle measurements

Year 2003-2005

When inspecting the injection SV, the same rules apply as for the carburettor variant and the same initial question: with or without? Whereby the undisguised variant is offered relatively rarely. Model-specific weak points are not known. In the current version, too, the muffler is welded to the collector, which is why the original should always be given with accessory mufflers in order to enable a possible retrofitting.
Converting to a 120/70 front tire instead of the 120/60 because of the greater choice of tires and driving comfort is also popular. Approval should be available here. Otherwise, it is sufficient to watch out for damage caused by falls (the triple clamp stops are good indicators). Since the vast majority of offers have a mileage of around 10,000 kilometers, the check is essentially limited to the condition of the tires and chain. Their maintenance is sometimes neglected because the SV only has one side stand.

Data (model WVBY, year 2003) – (model WVBY, year 2003)

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, injection, G-Kat.
Bore x stroke 81.0 x 62.6 mm
Cubic capacity 645 cm3

Rated output 53 kW (72 PS) at 9000 rpm
Max. Torque 64 Nm at 7200 rpm

landing gear
Bridge frame made of cast aluminum, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 290 mm, disc brake at the rear, Ø 240 mm.
Tires 120/60 ZR 17; 160/60 ZR 17

mass and weight
Seat height * 830 mm, weight with a full tank * 254 kg, payload * 196 kg, tank capacity / reserve 23/4 liters.

The competitors – Hyosung GT 650 Naked, Ducati Monster 620 i.e., Cagiva Raptor 650

Hyosung GT 650 Naked
plus
Unbeatable price, complete equipment, lively engine, low consumption
minus
Unbalanced chassis, low payload, unsuccessful chassis set-up

Ducati Monster 620 i.e.
plus
Very good brakes, complete equipment, injection, fine responsive engine
minus
Modest performance, inharmonious suspension setup

Cagiva Raptor 650
plus
Fine workmanship, beautiful detailed solutions, the better SV
minus
Drought dealer network, supply of spare parts difficult

In the beginning, SV was pretty much alone. Japanese mid-range bikes at the time had to carry four cylinders in a row, and that was that. If you wanted two cylinders, you had to look around at the entry-level motorcycles, which at that time were no longer state-of-the-art. And V-engines weren’t either. Only Ducati had a similar concept at the start with the Monster 600, which, however, had around 20 hp less power and a significantly leaner equipment for the same price. The Monster 750 and 900 are priced in a different region. The 620 i.e. keep up with the SV.
Since 2000, Cagiva has been trying to secure a piece of the pie with the Raptor 650. Conveniently, the reptile uses the unchanged SV motor, which is not a fault in view of its qualities. Thanks to the pretty tubular steel frame and formidable driving characteristics, it is considered an SV noble bike.
Another way goes Hyosung with the GT 650. Also heavily inspired by the SV, the Koreans are trying to open up the German market through price. What has not succeeded so far, a Hyosung is a real rarity on the road. At the same time, their qualities are not so bad compared to the price. The GT is available naked, with a half-shell and, which it has ahead of the SV, with full fairing. If you can do without the non-existent image and do not place too high demands on the chassis, you could be happy with the GT, as the prices are extremely attractive.

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