Comparison test between Ducati Monster Dark and Suzuki SV 650


Comparison test between Ducati Monster Dark and Suzuki SV 650

Monster Dark and Doris Day

Hardly on the market, the SV 650 turns into an everyday darling and even lures the Monster Dark out of its hiding place.

Of course we are all very happy that Suzuki built the SV 650. The world needs such motorcycles. Real driving machines at Christian prices without this wholegrain “main thing healthy” outfit, which often has to be accepted, if one does not want to go into debt into the third generation when buying two-wheelers. Yes, we are grateful. For the V-two engine, for the tubular space frame, for a stylish appearance. Thankful that something like this is available for 11090 marks. But with all the enthusiasm and all due respect: the wheel was not reinvented with the SV. For 12 giants plus a few small ones, Ducati offers a similar naked bike: the Monster Dark.
Are you one of those people who want to get as much performance for their money as possible? Then you can save yourself reading this comparison test. Get on the tram, into the Suzuki dealer, up on the SV, and happiness will come to you in the form of a lively 71 horsepower. That means: 156 marks per horsepower. It can never be much cheaper. With the Monster you pay almost a hundred more. It’s not that fresh anymore, the air-cooled Desmo. But a picture of a V2. And the eye is known to go with it? especially with bare motorcycles.
With its 53 Cavalli, the Italian two-valve engine does not tear any holes in the asphalt. The monster starts moving with measured pace. You can really feel how she is gathering her strength to be fully there towards the end of the first third of the speed. There is nothing lazy about it, nothing boring, but something very truthful. It lets you participate, the Ducati. Is dry and honest. She distances herself from the exuberant performance society. So you get to know each horsepower personally between 3000 and 8000 tours. One by one they gallop up, never two or three at a time. Would be an unspeakable waste. This selected event is accompanied by an eerily beautiful V2 symphony.
Who was that, who was yawning? Oh you. Excuse me, I didn’t know you were still here. Thought you were on an SV test drive long ago. You want to know if he’s going now, the Desmo. Sure he goes. Even if not nearly as good as the Suzuki engine. Especially on the top. But he turns and pulls and goes along with everything. Must be switched much more often. So what? Just between us: Switching is actually not that bad. As long as the transmission works well. In case you are interested: I really like to advertise. It gives you a completely different feeling. So, well, so active.
Oh, you are a grumpy switchgearer. Then the SV is recommended to you again. The four-valve engine doesn’t care whether you are in second or sixth gear. A real pike, this Suzuki drive. Creases the asphalt when accelerating, pulls through like a well-kept joint, runs smoothly, does not drink. Every wish is his command: in the third with ten km / h through the hairpin, in the fifth overtaking on the mountain, in the sixth in the speed sky _ he does it. Feels very confident. And reassuring. Fat performance. always.
It’s just stuck with the carburetors. Something went wrong with the vote. Spontaneous gas bursts in higher engine speeds are acknowledged with a slightly delayed response. In addition, there are moderate load change reactions caused by the abrupt use of power from the vacuum-controlled mixture preparation system. The same symptoms occurred on the SV 650 S (MOTORRAD 4/1999). Only in reverse. But no matter how: it bothers. Especially the chuckling when the load changes. Especially when you’re out and about as a couple. That eternal “ditsch” when helmet clap helmet is somehow embarrassing. To prevent it, one would have to pull up the gas with tweezers.
The Monster also has its problems with the carburetor adjustment. With her, things don’t really work out below. If the throttle valves release only a tiny gap, the 600 begins to jerk. So you can rub the leisurely stroll through the city in your hair. The little black girl has little talent for stop-and-go traffic and a clutch that is much too stiff.
City traffic ?? pah. Who wants to know that? A naked bike like that wants to go out into the country. Air! Light! Be free! Dance around the curves, indulge in the easy life. Stroll through the dewy valleys, catch the first mild rays of sunshine. City traffic ?? what a nightmare. Let’s get out.
On the Suzuki you will reach the goal of your desire absolutely stress-free. Not because the SV is faster, that doesn’t make Kohl fat, but because it offers greater comfort: very relaxed seating position, comfortable upholstery, chest of drawers chassis tuning, no engine vibrations worth mentioning. The kilometers rush through there. It’s a bit different with the Ducati. Although it also fits like a good sneaker, it is more tiring to use on long journeys. It’s because of the rougher charm of the engine and chassis.
But that’s exactly what makes it so attractive in the winding curves of the Alps or Provence or wherever: this bony type. Driving monsters is different. Driving monsters is custom-made. Aim for the best line integrated deep into the machine. Initiate the lean angle with light pressure on the handlebars. And then make a clean bow. Driving a monster means feeling. Everything. Every ignition, every pimple on the asphalt. Compared to the SV, the Ducati has a very direct effect: pleasantly tightly tuned spring elements, extreme chassis geometry, crisp seat. Still, it would be wrong to call the Italian more athletic. It is crisper. More concise.
With the Suzuki, a lot of feedback is lost in the ups and downs of the suspension elements. It conveys less feeling for the road, requires course corrections more often, but shields its crew from almost all attacks in the tar world. The fork in particular bends its knees enormously, but does not penetrate. At least not at 16 degrees outside temperature. It remains to be seen whether their reserves will last into the height of summer.
Now it’s time to enjoy the wet research way with which the 650 turns corners. Let yourself be carried away by your driving pleasure. Bam Bam bam. One curve at a time. So light, so lively. A mixture of »laissez faire« and power. Only the steering doesn’t quite fit into the picture. Feels strangely doughy. Check air pressure. The Metzeler ME Z4 is known to be very sensitive. A touch too little and he no longer feels like playing the handy man. And? 2.3 bar. That’s fine. We increase to 2.5 anyway. And lo and behold: it works. However, the front section now seems a bit nervous. How to do it…
The attempt to stop the monster from wobbling was similar. We thought the handlebars were turned too far forward so that there might be a little too much weight on them when cornering. So: closer to the body with the wide thing, the adjustable steering stop adjusted? yes, the Ducati has something like that? and … yuck, doesn’t fit at all anymore. Then just pushed the bars of the upside-down fork through the bridges, protruding two fingers to defuse the chassis geometry … vinegar too. Drives weird. Should she keep tipping. It’s not bad anyway.
And you: have you made up your mind now? Not that easy, right. Maybe a little help: If you like to travel with passengers, the Suzuki is the better choice. At least in terms of space. When it comes to the quality of the undercarriage, the Monster makes the point that you don’t even notice that you have someone on board. Except when accelerating hard, when the handlebars begin to twitch slightly. But the Suzuki does that too.
The two do not share any other similarities. Despite the same goal, we are dealing with two completely different motorcycles. The monster serves the true, the beautiful, the good, the Suzuki the fun of joy. Get inside yourself, try to find out what type you are.
Here are a few more details worth knowing: The Monster uses more fuel, has no rev counter and no double disc brakes. For that, your heart opens up when you like the quality of workmanship. Flawless. Everything. Every screw, every plug connection, almost every detail. Something has really happened at Ducati. The SV 650 is not sloppy either.
I.I really don’t want to be in your skin. But it’s good that we compared. Or?

Monster family – are so many monsters

So you’ve taken a liking to the Monster, but 53 HP isn’t enough for you. Well, your friendly Ducati dealer has some advice: just take a 750 or, even better, a 900. They have 62 or 67 hp. The top model, the Monster 900 S, even has 75 horsepower. The catch: a 750er costs almost 16,000 marks, for the 900s at least 17340 are due, and the top model has a loose 20,000. Pretty steep, what. Incidentally, the pricing is open at the top: there are plenty of offshoots of every monster. They are called City or City Dark or Cromo or something, carry suitcases or windshields or black, but also do in chrome or carbon. There are also four different versions of the 600, unfortunately none that would be cheaper than the Monster Dark we tested.

Ducati Monster 600 Dark – 2nd place

Feedback is when there are no secrets between man and machine. And feedback has a name: Monster Dark. As clear as this Ducati is drawn, its information is so transparent. You feel everything: every ignition, every horsepower, every degree of inclination, every stone. Pure experience. Real through and through. Very nice: the splash guard on the rear wheel. Not so good: the pillion seat. Ugly: nothing.

Suzuki SV 650 – 1st place

A motorcycle that you can use to send your grandma to get milk. Be careful only when the load changes, otherwise it sloshes. The abruptly appealing carburetors demand feeling. Otherwise: everything is casual. Handling, stability, comfort, pressure ?? the SV has it. It is good as a corner eater, ride-sharing and big bike fright. Very nice: the seating position. Not so good: the soft fork. Ugly: the side stand.

V2 engine technology in comparison

The Ducati Monster 600 and the Suzuki SV 650 both have a V2 engine with a 90 degree cylinder angle and a transverse crankshaft. The key data for stroke, bore and carburetor diameter are also very close to one another. But with classic ribbing, the air-cooled Ducati drive comes out as a child of the seventies. The Ducati certainly has technical delicacies to offer. A light toothed belt drive to the overhead camshaft, which only operates two valves per cylinder via Desmodromic (forced control). The valve control of the brand new Suzuki is much more modern and powerful. Two overhead camshafts operate four valves per cylinder via fixed-speed bucket tappets. The result: more power, higher torque and lower consumption.

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