Driving report Suzuki SV 650

Driving report Suzuki SV 650


Economic slowdown, crisis of meaning, winter depression. No matter. Suzuki has a tried and tested antidote, the SV 650. A lot about it is refreshingly new. The Japanese are traditionally stingy only when it comes to the price: 6330 euros.

The success story of the Suzuki SV 650 series presented in 1999 was astonishing.

A small V-Twin that was primarily dedicated to one thing: maximum driving fun for little money. An idea that was well received by paying customers. Accordingly, expectations for the second part of the SV story in spring 2003 are correspondingly high.
The first impression: Suzuki did a lot of work, not just cosmetics. The design appears angular, especially because of the bridge frame made of welded cast parts, which according to Suzuki saves three kilograms in weight. The new SV looks more mature and more serious than its predecessor, and also has more extensive equipment. U-Kat and secondary air system help to meet the Euro 2 emissions standard, which the old SV failed to meet; In addition to a clock, the SV now also has a hazard warning system, and the capacity of the tank has increased to 17 liters. This motorcycle wants to tell you while it is still standing that it doesn’t dream of living a dreary existence in the shadow of its big sister SV 1000.
But without annoying with starry airs. Even at temperatures just above freezing point, it goes to work without complaint after a frosty night. One looks in vain for a choke lever, the intake manifold injection ?? the most important innovation for the 2003 model year? takes over this job and increases the idle speed in a very moderate way. Sit up and enjoy the grippy, more tightly padded bench. The revised clutch, operated by a cable, feels crisper and is noticeably easier to dose.
A lot has also happened in the inner workings of the 90-degree V2. New connecting rods, different camshafts and a modified timing chain tensioner are used, the crankcase has been modified, a lowered oil pan and a new oil strainer should guarantee improved lubrication. In addition, the two-cylinder got an oil cooler. As a little surprise? it was missing from the SV 650 press photos.
Until recently, Suzuki was also covered with the performance data. Fears that U-Kat and SLS could lead to losses are unfounded. On the contrary, officially the twin has even increased horsepower with 72 hp. And the MOTORRAD test machine easily topped this value and was well above this figure. In the meantime, however, Suzuki had already sounded the alarm that this SV was accidentally delivered with a manipulated control unit (ECU). So so. The consequence was clear: At this point there is only a driving report, a detailed test including test bench measurement with a control unit (ECU) homologated for Germany will follow shortly. Whether the unusually high highway consumption of 8.1 liters is also related to this? In any case, the fact is that this twin is excellent in the feed, which is hardly surprising given this appetite.
Unfortunately, no statements can be made as to how the homologated version of the engine of the SV 650 works. Fortunately, nothing will change in its sound. He accentuates his work with a pleasant, pleasant rumble, as only 90-degree V-engines express, as if an imaginary loudness button had been built into him. The tachometer is actually superfluous. The only important brand is the 7000 limit, then the Suzuki gets its second breath and pushes forward with even more vehemence. She also celebrates this appearance acoustically. Simply wonderful, this wonderful two-cylinder staccato, which all the ear witnesses involved were enthusiastic about.
The 650s also received (almost) unanimous praise for their driving skills. What has to do with their spontaneous and agile nature in particular. Delayed throttle response, which is always a point of criticism with the carburetor version, is no longer an issue. As with the SV 1000, the V2 has a second throttle valve per intake manifold operated by a servomotor. Suzuki uses this not only to increase torque at low engine speeds, but also to reduce the tendency to ram when downshifting. The working principle: When the engine speed is reduced quickly, the second throttle valve opens completely for a short time, which increases the idle engine speed. A small, well-dosed intermediate gas, so to speak.
However, the small twin doesn’t accelerate as smoothly as the 1000 engine, which results in the load change shock that is almost characteristic of the 650. Unpleasant, but not so pronounced that it could spoil the choice of lines beyond measure. For which the new first tires Dunlop D 220 also play their part. With the new touring sport tires, the SV drives precisely, light-footed and neutrally, the righting moment when braking is pleasantly low. All in all, a playful dance.
W.Why Suzuki continues to hold onto a tire with a 60 mm cross-section at the front is incomprehensible. The SV drives so wonderfully handy anyway that it would certainly be able to cope with small losses in favor of better self-damping of a front tire with a 70 mm cross-section. Another point of criticism: The fork springs are still too soft, more reserves would be desirable with a sporty driving style. Otherwise: For the duel with other middle class sizes ?? Honda Hornet 600 and company are waiting? the SV is well prepared. Not least because it will continue to be way ahead in the “Driving fun for the money” rating in the future.

Technical data – SUZUKI SV 650

DataMotor: Water-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 39 mm, transistor ignition, uncontrolled catalytic converter with secondary air system, E- Starter, three-phase alternator 375 W, battery 12 V / 10 Ah. Bore x stroke 81.0 x 62.6 mm, displacement 645 cm³, compression ratio 11.5: 1, rated output 53 kW (72 PS) at 9,000 rpm, max. Torque 64 Nm (6.5 kpm) at 7200 rpm Power transmission: primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 45:15. Chassis: Cast aluminum bridge frame, bolted rear frame, supporting engine, telescopic fork , Standpipe diameter 41 mm, adjustable spring base, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, double disc brake at the front, double piston calipers, floating brake discs, Ø 290 mm, disc brake at the rear, Ø 240 mm, two-piston caliper. Cast aluminum wheels 3.50 x 17; 4.50 x 17 tires 120/60 ZR 17; 160/60 ZR 17 Chassis data: wheelbase 1435 mm, steering head angle 65 °, caster 100 mm, spring travel f / h 130/137 mm.Dimensions and weightsL / W / H * 2150/750/1250 mmSeat height * 810 mmWeight with a full tank * 199 kg kg load * 201 kg tank capacity 17 liters guarantee two years with no mileage limit colors silver, blue, black power variants 25 KW (34 hp) price 6,330 euros additional costs 130 euros * MOTORCYCLE measurements

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