Family duel Suzuki middle class

Family duel Suzuki middle class

Suzi Quattro

Suzuki doesn’t make it easy for you: four mid-range models under 12,000 marks. In addition to the successful GSF 600 S Bandit and the down-to-earth GSX 750, the two-cylinder SV 650 and SV 650 S are now competing for buyers’ favor.

Your Suzuki dealer is sometimes not to be envied.

With the appearance of the two SV twin-cylinder models, sales talks are becoming more difficult if, let’s assume, you as a future customer are interested in a so-called mid-range all-round motorcycle that is popular with everyone.
Until recently, the friendly Suzuki man presented his successful GSF 600 Bandit model, which cost 10,780 marks, with a high-revving, tried and tested four-cylinder drive that was sure to win, and added perhaps with a smile: “It’s also available with a fairing.” . About half of the Bandit customers opt for the S version, 660 marks extra for the half-shell cladding is also a fair offer.
And what if the design of the bandits seems too new-fangled to you or if you often catch yourself indulging in the wild seventies? No problem, the Suzuki dealer has a tried and tested product called the GSX 750, which is a bit more classic than the 600 Bandit. In terms of propulsion, the Japanese did not get involved in experiments with her either. The air / oil-cooled four-cylinder already did its job in the super sports car GSX-R 750 introduced in 1984. This filigree, finely ribbed motor? almost cult now? For his new home, the GSX 750, the technicians cut a bit in the performance potential (86 instead of 100 hp), but also taught the once shirt-sleeved fellow better manners, i.e. more running culture. A solid starting point for getting as much motorcycle for the money as possible on its wheels. 11840 marks, that’s okay for this neatly crafted naked bike. In addition, the compact GSX delivered a brilliant performance in previous tests (issue 1 and 3/1998).
And now, in 1999, Suzuki is messing up the ideal, because so beautifully manageable sales world for its dealerships: SV! A new concept for the hotly contested middle class, with a tubular aluminum frame, a unique design and a modern V2 engine with a nominally healthy 71 hp. And all of that ?? typical for Suzuki ?? at an absolutely affordable price. The uncovered SV 650 costs 11,090 marks; the Suzuki dealer would like to have 700 marks more for the disguised version. We have four models that are priced just 1040 marks apart, but differ fundamentally in character. And which one suits you?
Are you more of the active type, do not mind high speeds? Does it even turn you on to hear a four-cylinder cheering? You don’t just want to rush down winding country roads with your new motorcycle, but also go on vacation? And shouldn’t the fun cost you too much either? Then the GSF 600 S Bandit is your first choice. And not only because Suzuki is currently offering the so-called Holiday Edition of the Bandit, where you can get an appealing case system from Givi for just 80 marks extra.
Even if it is getting on in years, the bandit is not lacking in charm. Well, she’s gone by the nickname Softie. This is actually true, because with a sporty driving style and hard braking into corners, your softly tuned fork can sometimes break. In addition, their footpegs often rattle loudly across the asphalt. Which is not to say that the undercarriage does not tolerate a faster pace or that it would then even start to roll. Not a trace. In addition, the soft thing about the Bandit also has something for itself, because its spring elements ?? the shock absorber can now be adjusted in rebound ?? Even the bumpiest country roads can be ironed flat when the drive is moderate. Another plus: the seating position. The footrests, which are not too high, and the cranking of the high handlebars, fits perfectly with normal motorcycle riding, even for taller people. If it weren’t for the squishy, ​​soft bench, its seating comfort would be heavenly, even on longer tours. The small paneling grants noteworthy, albeit loud, wind protection.
In terms of performance, the responsive 600 engine with measured 86 HP is once again splendid in the forage. Also known from earlier test copies: the poor cold start behavior. Thrust in every situation, because you look in vain with the little bandit. It is and remains a 600 with four cylinders: In the lower speed range, its easy-revving, cultivated engine is a bit tired, it only really shows life from 7000 rpm. In order to be able to follow the other three in the family-internal duel, you have to kick the four-cylinder in the buttocks really hard, i.e. keep the engine speed high and work hard with the shiftable gearbox. Then it works with sticking to it.
But do you want more thrust from the realm of the mid-rev range, because you’ve always been more of the relaxed type? Or do you just want to feel even more motorcycle under your buttocks? At 223 kilograms, the heaviest member of this gang of four, the GSX 750, could be just the thing for you. This motorcycle dispenses with decorative ornamentation. First of all, it is reduced to one thing: the beautiful engine that is housed in a simple and stable steel frame. And the first impression of the 750 engine? It doesn’t run quite as cultivated, annoying with pronounced vibrations between 4000 and 5000 rpm. In return, the Suzuki technicians seem to have gotten a better grip on the unbridled thirst of the first test specimens: While the GSX allowed itself 9.5 liters of normal in the test a year and a half ago, this time it is satisfied with a modest 6.5 liters.
Furthermore, the larger-displacement engine doesn’t seem as excited as that of the 600. Especially in two-person operation, the GSX cleverly exploits its displacement advantage, it appears much less stressed and also puts aside the all-round better performance.
Apart from the fork, which is also slightly too soft, the GSX shines with a good chassis and easy-to-dose, not too biting brakes. A praise that, by the way, the entire quartet deserves. An astonishing difference between the GSX and the Bandit: The 750 is a bit more agile despite its weight being three kilograms higher. A fine motorcycle on, or rather, in which the driver feels perfectly integrated. On its tightly padded bench, it offers a deep, gathered sitting position with very good knee closure. The best prerequisites for stress-free cornering fun, which, thanks to the sufficiently tightly coordinated hindquarters, can be experienced in pairs without regrets.
But are you in the mood for pure driving pleasure? Seasoned with a pinch of irrationality? Then you should urgently deal with the SV 650 naked bike. Not only because it weighs 189 kilograms with a full tank. But also because, thanks to the excellent seating position, you can take it easy on country roads. If you are thirsty for more sportiness, you could be even better served with the half-clad SV 650 S. It weighs four kilograms more, but this feeling of ducking so slightly behind the half-shell to hunt curves easily makes up for it.
The S, a motorcycle that wants to be taken seriously. Also and precisely because of the drive? almost identical to that of the naked SV. The 90-degree V2 is a real bringer: light, compact and ?? you can see from the missing G-Kat and injection? technically absolutely up to date. It convinces with almost vibration-free running and a wide usable speed range, nice for lazy shifting driving, without missing the ability to turn. In addition, the water-cooled pinwheel shines with moderate drinking habits. The fact that Italo fans deny him the character of a Ducati Desmos is something that you as a future SV driver should deliberately ignore. In terms of load change behavior, Suzuki could still come up with something. The same applies to the response behavior of the constant pressure shocks: both SV variants allow themselves a moment of thought when the gas is drawn up quickly from around 6000 rpm until the vacuum-controlled throttle slide releases the full intake cross-section.
There is little to complain about with the chassis of the two-cylinder Suzuki. The suspension elements are more tightly tuned than those of the GSX 750 or even the GSF 600 S. However, sporty riders certainly want a tighter fork. Despite all the similarities, the two differ significantly in terms of driving behavior. Because the SV 650 S rider can put more weight on the front wheel because of the lower handlebar stubs, the S is simply richer on the road, moves more smoothly, and appears more stable. In fast corners, perhaps combined with a disgusting, undulating road surface, the naked SV reacts more nervously. A shortcoming that you shouldn’t blame her too much, because in direct comparison she drives a bit more playfully than her disguised counterpart.
E.an enormous range that Suzuki can cover with its middle class. You should be able to find the right motorcycle for you. But remember: In this case too, trying is better than studying. No matter what your dealer says, no matter what you have learned here: a test drive often says more than 1000 words

Technical data SUZUKI GSX 750

Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, wet sump lubrication, Keihin constant pressure carburetor, Ø 32 mm, contactless transistor ignition, no exhaust gas purification, electric starter, three-phase alternator 550 W, 12 V battery / 8 Ah. Bore x stroke 70 x 48.7 mm Displacement 750 cm³ Compression ratio 10.7: 1 Nominal output 63 kW (86 PS) at 9500 rpm Max. Torque 67 Nm (6.8 kpm) at 8500 rpm Power transmission Primary drive via gears, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 42: 15. Chassis Double-loop frame made of tubular steel, screwed right lower beam, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of aluminum profiles, two spring struts, adjustable spring base, double disc brake at the front, double piston calipers, floating brake discs, Ø 300 mm, disc brake at the rear, two-piston caliper, Ø 240 mm. Cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/70 ZR 17; 170/60 ZR 17Chassis dataWheelbase 1470 mmSteering head angle 64.5 degreesCaster 101 mmSpring travel f / h 130/120 mmDimensions and weightsL / W / H 2180/850/1250 mmSeat height 790 mmTurning circle 5450 mmWeight fully fueled 223 kgPermissible total weight * 435 kg 49 / hwheel load 212 kg 51% tank capacity / reserve * 18 liter warranty two years with unlimited mileageColorsBlack, silver, maroonPrice incl. VAT 11,570 marks Additional costs 270 marks * Manufacturer’s information

Technical data SUZUKI SV 650

Water-cooled two-cylinder four-stroke 90 degree V-engine, 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, electric starter, three-phase alternator 300 W, battery 12 V / 10 Ah, bore x stroke 81 x 62.6 mm, displacement 645 cm³, compression ratio 11.5: 1, rated output 52 kW (71 PS) at 9000 rpm, max. Torque 62 Nm (6.3 kpm) at 7500 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 41 mm, 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, two-piston caliper, Ø 240 mm. Cast aluminum wheels 3.50 x 17; 4.50 x 17 tires 120/60 ZR 17; 160/60 ZR 17Chassis dataWheelbase 1430 mmSteering head angle 65 degreesCaster 100 mmSpring travel f / h 120/125 mmDimensions and weightsL / W / H 2060/800/1220 mmSeat height 800 mmTurning circle 6240 mmWeight fully fueled 189 kgPermissible total weight * 400 kg Payload 211 kg Tank capacity / reserve * 16 liters Guarantee two years with unlimited mileageColorsBlack, red, (blue: only in the 71 PS version) Power variants 25 kW (34 PS) Price incl. VAT 10,840 marks Additional costs 250 marks * Manufacturer information

Technical data SUZUKI SV 650 S

Water-cooled two-cylinder four-stroke 90 degree V-engine, 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, electric starter, three-phase alternator 300 W, battery 12 V / 10 Ah, bore x stroke 81 x 62.6 mm, displacement 645 cm³, compression ratio 11.5: 1, rated output 52 kW (71 PS) at 9000 rpm, max. Torque 62 Nm (6.3 kpm) at 7400 rpm Power transmission Primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 44:15 41 mm, 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, two-piston caliper, Ø 240 mm. Cast aluminum wheels 3.50 x 17; 4.50 x 17 tires 120/60 ZR 17; 160/60 ZR 17Chassis dataWheelbase 1420 mmSteering head angle 65 degreesCaster 100 mmSpring travel f / h 130/125 mmDimensions and weightsL / W / H 2060/800/1120 mmSeat height 800 mmTurning circle 6240 mmWeight fully fueled 193 kgPermissible total weight * 400 kgP load 207 kg Tank capacity / reserve * 16 liters Guarantee two years with unlimited mileageColorsBlack, red, (yellow only in the 71 HP version) Power variants 25 kW (34 HP) Price incl. VAT 11 540 MarksAdditional costs 250 Marks * Manufacturer information

Technical data GSF 600 S Bandit

Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, wet sump lubrication, Keihin constant pressure carburetor, Ø 32 mm, contactless transistor ignition, no exhaust gas cleaning, electric starter, three-phase alternator 250 W, 12 V battery / 11 Ah. Bore x stroke 62.6 x 48.7 mm Displacement 600 cm³ Compression ratio 11.3: 1 Nominal output 57 kW (78 PS) at 10 500 rpm Max. Torque 54 Nm (5.5 kpm) at 9500 rpm Power transmission Primary drive via gear wheels, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 47:15. Chassis Double loop frame made of tubular steel, telescopic fork, stanchion tube diameter 41 mm, two-arm swing arm made of steel profiles, central spring strut with lever system, adjustable spring base, rebound damping, double disc brake at the front, double piston calipers, floating brake discs, Ø 290 mm, disc brake at the rear, two-piston caliper, Ø 240 mm. Cast aluminum wheels 3.00 x 17; 4.50 x 17 tires 110/70 H 17; 150/70 H 17Suspension dataWheelbase 1430 mmSteering head angle 64.5 degreesCaster 100 mmSpring travel f / h 130/121 mmDimensions and weightsL / W / H 2150/810/1290 mmSeat height 810 mmTurning circle 5250 mmWeight fully fueled 220 kgPermissible total weight * 420 kgWheel load distribution f / h 49 / load 51% tank capacity / reserve * 19 / 4.5 liter warranty two years with unlimited mileageColorsBlack, orange, bluePerformance variants 34 PS (25 kW) Price including VAT 10,530 marks Additional costs 250 marks * Manufacturer information

Conclusion Suzuki GSX 750

The GSX is overshadowed by the GSF 600 for unknown reasons. The 750 has a lot to offer. For example, a lot of motorcycle for the money. Has a powerful four-cylinder, but this time it was not entirely convincing due to the noticeable vibrations. The performance is absolutely fine. All in all, the GSX drives as it looks: straightforward. Recommended for short people because of the lowest seat height in the quartet.

Conclusion Suzuki SV 650

A fun bike, this SV 650. Well below 200 kilograms live weight, combined with a comfortable sitting position. The engine is (almost) a poem. Low-vibration, powerful and economical. The delayed response behavior when accelerating quickly, however, takes getting used to, as is the load change reactions. The above-average performance is completely convincing. In addition, the SV guarantees a lot of stress-free driving fun with its good chassis.

Conclusion Suzuki SV 650 S

The sporty all-rounder of the Suzuki quartet. The S looks more grown-up than the undisguised SV, doesn’t drive as lively, but has the same problems: load change reactions and delayed throttle response. Otherwise the economical V2 engine is impressive. Likewise the chassis: exemplary handling, sporty, but not uncomfortable seating position. The half-shell offers satisfactory wind protection, so the S is also suitable for longer tours.

Conclusion Suzuki GSF 600 S Bandit

As time goes by. The GSF 600 S is getting on in years. Nowadays, sheer top performance is no longer everything. Especially when it comes to pulling through, there is a serious problem, but if you want to stick to the other three, you can squeeze the easy-revving four-cylinder to your heart’s content. Because of its soft suspension setup, the Bandit is more suitable for tourist-oriented motorcyclists. They are also happy about the holiday offer: 11,520 marks including the Givi case system.

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