MotoGP – Italian Grand Prix Moto GP – Qualifications: Rossi on pole, the chef’s surprise! –

Posted on by admin

New items for 2012: Suzuki’s mid-range travel enduro

Driving report of the new Suzuki V-Strom 650

So far, the following has been the case for the mid-range travel enduro from Suzuki: It is good and it is cheap. Now she’s more beautiful too – and not only that.

JJuly 2005. The champagne corks are popping on the Stilfser Joch. Because there is something to celebrate. First, the premiere of the Alpenmasters, the largest cross-concept comparison test by MOTORRAD to date (see Alpenmasters Part 1, page 22), and secondly, its winner: the Suzuki V-Strom 650. A big surprise in view of top- class competition such as the BMW R 1200 RT, Honda CB 1300 or Suzuki GSX-R 1000. "A phenomenal balance, every driver feels comfortable on the V-Strom", the jury summed up at the time. Many thousands of motorcyclists now think the same way. To this day, the 650 series is among the top 20 of the German sales hit list every year – and that despite its, let’s say got used to, appearance. To put it more radically: taste or not – if the clumsy-looking V-Strom turned on stylistically so far, you would probably choose the well-fed football manager Reiner Calmund for Mister Germany.

New items for 2012: Suzuki’s mid-range travel enduro

Driving report of the new Suzuki V-Strom 650

Suzuki

Driving report: Suzuki V-Storm 650.

Now it is there, the revised V-Strom. There is not much left of the angular, large-area design. The Suzuki designers redrawn virtually all the elements that determined the appearance. Starting with the more rounded front fairing with narrower headlights to the plastic tank offset with side panels, a significantly slimmer rear and smaller dimensioned fenders up to the now straight instead of bent running silencer. The V-Strom looks much more modern, more pleasing, more zeitgeist. And more valuable. Nice things like the quilted bench with a logo, the chrome-plated conical end cap of the exhaust or the form-fitting rubber cover of the (accessory) top case carrier were not something that the small Strom was used to until now.

More like the well-groomed manners of the 645 cm³ engine. The 90-degree V2 jumps in a flash when the button is pressed, purring with as little vibration as an electric motor. In gear, shift through. After the first few meters, it is noticeable that the DOHC engine accelerates a bit fresher, revs up more lively than its predecessor. A feat, after all, the Gladius engine works in the new one. It is basically identical to the previous V-Strom unit, but with a ten percent larger centrifugal mass, larger valves and softer valve springs, modified camshafts, more smooth cylinder coating, water-bathed oil cooler and shock-damped primary drive, it offers both improved smoothness and more power. It should be 72 hp in the Gladius, after all, MOTORRAD measured 75 (issue 7/2009). In the configuration of the new V-Strom, Suzuki declared 69 hp. Understatement? The MOTORRAD dynamometer will show it at the first test. Be that as it may, subjectively the V-Strom pilot has always experienced the propellant as very potent, and trusts it with 100 cm³ more displacement.

Which, by the way, would fit the size of the Japanese woman. The Suzi looks big, voluminous, grown up. And that in a positive sense. The windshield, which is three centimeters closer to the driver, keeps the wind pressure away from the head and upper body with little turbulence and – fixed with four screws – can also be moved about two centimeters up and down. No doubt about it, it is comfortable. The step of the newly shaped bench provides pleasant support for the lower back when accelerating, and the knees are noticeably slimmer. By the way: Despite the new, 1.5 centimeter higher bench, people can reach a safe ground with both feet up to 1.80 meters. The instruments also proclaim modernity. The on-board computer (outside temperature, average consumption, time, total and trip odometer) can be conveniently and easily operated using a switch on the left end of the handlebar.

Suzuki

An on-board computer enhances the redesigned cockpit of the Suzuki V-Strom 650.

Almost decoupled, it glides over the motorway and country road. The spring elements swallow even the worst potholes, the engine hums effortlessly even at higher speeds (speed limit 10200 rpm), the Suzuki can swing good-naturedly from curve to curve. Admittedly, other motorcycles are responsible for the emotional kick. Efficiency and utility are the keywords for the V-Strom pilot. It is obvious that things like hydraulic spring preload are just as much a part of this as a standard ABS.

Keyword ABS. With the so-called 9M pressure modulator from Bosch, the currently most modern ABS control unit is located in the rear frame of the new V-Strom. The result can be felt in every situation. In normal operation, the pressure point and brake feel are no longer lost in the tangled cables; in the event of emergency braking, the system regulates significantly more frequently and thus more efficiently. On top of that, the fist-sized part saves a good kilogram in weight. Great praise.

Suzuki

With a new look for 2012: Suzuki V-Strom 650.

In this respect, you can also see the newcomers’ weaknesses. The clutch lever, which cannot be adjusted in reach, is just as much a part of it as the silencer made of heavy and rust-prone sheet steel or the tank, which is two liters smaller than the previous model. The latter in particular is not a broken leg, but rather a blemish. Especially since V-Strom is particularly reserved when it comes to consumption. The new edition will hardly need more than the 3.9 liters of the previous model measured by MOTORRAD (issue 9/2011) with moderate driving style. In this respect, the 20-liter tank is still enough for a 500-kilometer distance. The 6000 kilometer inspection intervals are more of a nuisance. Also because the new V-Strom would probably not need so much attention. The sister model Gladius withstood MOTORRAD’s 50,000-kilometer endurance test without any significant wear on the engine and transmission. And without defects anyway.

Which also attests to the excellent future prognosis for the new V-Strom. Because the makeover can also be endured financially. Compared to the previous model, the new one, which will be available from the end of July, remains within an acceptable range at 8490 euros – an additional 400 euros on the previous model. Incidentally, another reason why the judgment from the Stilfser Joch is still valid today: Every driver feels comfortable on the V-Strom.

What’s new?

Suzuki

The new Suzuki V-Strom 650

engine

  • Peak power increased by two hp to 69 hp
  • Improved torque in the lower and middle speed range
  • modified camshafts, one spring per valve (previously: two)
  • Oil cooler water-cooled (previously: air-cooled)

landing gear

  • ABS improved by the latest control technology (9M pressure modulator from Bosch)
  • On-board computer operated from the handlebar switch
  • Bench with a new contour, 15 millimeters higher
  • Tank is slimmer at the knee; Tank volume 20 liters (previously: 22 liters)
  • Total weight reduced by three to 214 kilograms (factory specification)

miscellaneous

  • Optics (fairing, tank, seat, silencer, fenders) heavily revised

price

  • 8,490 euros plus additional costs (previously: 8,090 euros

Per

  • Engine characteristics are livelier
  • The look is fresher
  • ABS controls much better


Contra

  • Sheet steel silencer
  • Inspection intervals every 6000 kilometers
  • Windshield can only be adjusted with a tool

14th Pictures

Pictures: New items 2012: Suzuki’s mid-range travel enduro

To home page

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Technical specifications

Suzuki

The latest-generation ABS brake pressure modulator from Bosch enhances the V-Strom brake system. Brake feel and control are noticeably better.

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 39 mm, regulated catalytic converter with secondary air system, alternator 375 W, battery 12 V / 12 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 47:15, bore x stroke 81.0 x 62.6 mm, displacement 645 cm³, rated power 50.7 kW (69 PS) at 8800 rpm, Max. Torque not specified.

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm , double-piston floating caliper, rear disc brake, Ø 260 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
110/80 R19 tires; 150/70 R17

Dimensions + weight
Wheelbase 1540 mm, steering head angle 64.0 degrees, caster 110 mm, suspension travel f / h 150/150 mm, seat height 835 mm, ready-to-drive weight 214 kg, tank capacity 20.0 liters.

guarantee
two years

Colors
White, orange, black

price
8,490 euros

Additional costs
190 euros

14th Pictures

Pictures: New items 2012: Suzuki’s mid-range travel enduro

To home page

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Suzuki

Related articles

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *