Menus
- Small GT with a big heart
- Discovery
- In the saddle
- Contact
- In the city
- Highway
- Departmental
- Night road
- Comfort
- Braking
- Convenient
- Consumption
- Conclusion
Small GT with a big heart
The
DL 650 is the little sister of the DL 1000: a V-shaped twin cylinder with
90 ° of 650 cm3. Born a year after her big sister and presented
in 2003, the DL 650 is in line with the big road trails
Transalp or even TDM type. It takes here the equipping boiler
OAS, redesigned to offer more flexible behavior to
medium and low speed. She loses in passing a few horses and does not offer
more "than" 67 horses for a weight greater than
the OAS; at the risk of offering a bland motorcycle? Between questionable aesthetics
and unconvincing technical sheet, I start the test with several
a priori.
Discovery
 |
 |
 |
 |
We look at the DL twice before convincing ourselves that it is
well only from a 650 cc. The motorcycle appears indeed high, wide,
long with prominent double frontal optics. From a distance he
is difficult to tell the difference with the 1000 cm3 version and
for good reason, since the two models have practically the same
dimensions. In short, apart from the single escapement placed
right, and a discreet signature, the DL 650 has everything of the 1000.
The motorcycle on its side stand (central unfortunately
optional), we immediately notice the huge tank
of 22 liters, the adjustable bubble (in 3 positions), a luggage rack
and a long, welcoming saddle. The engine is almost
concealed. The whole thing imposes.
In the saddle
A new world opens up as soon as you get on board.
The handlebars then fall perfectly under the hands with a typical position
trail, hands apart and bust straight. The feet
are found rather low on the footrests. And if at a standstill,
the feet just touch the ground for the 1.70 m pilot (small
abstain), it appears much lighter than
its external size does not let it be prejudged. That said, it is
again the DL which offers the lowest saddle in the category.
The dashboard is more than complete with two screens
analog for speed and tachometer, breaking with trends
at all digital. There are similarities of form with the DL 1000.
In the center, the totalizer, the partial double trip, the temperature
oil, the fuel gauge and the watch. Everything is there and we are not
here you don’t have to choose between the hour, the trip or the gauge.
We finally appreciate the presence of the hazard lights
(warning).
Contact
the
counter is reset for a few seconds and the lights
automatically light up. The bi snorts in a purr
discreet.
First and let’s go! The box is soft and precise.
What is striking then is the height position, really allowing
to dominate the road. Associated with a wide handlebars, and
legs placed low on the toe clips, it really gives the impression
to be on a big engine.
In the city
Apart from the vibrations of the Twin, it almost looks like a 4 cylinder so
the DL turns out to be supple and smooth. DL reveals itself
so really very easy to drive, including at
very low speed while the wide handlebar helps when maneuvering
slow.
Despite its large exterior size, the DL sneaks in
everywhere with ease and without any particular difficulty.
Unlike the SV, there is no need to climb the towers
to tow and tow hard, including as a duo. The work done
torque at low revs is obvious, even if
do not stay below 3,000 rpm otherwise you will hear the
engine banging. The DL is still a two-cylinder. To this detail
close, in practice, we tend to forget the box
in the city.
Highway
The
DL rushes on the motorway with vigor. On leaving Paris, at
passage of 80-90 km / h, the screen set in medium position
generates some turbulence in the helmet, which
raise fears of higher speeds. But at 120 km / h,
everything fades. At 130 km / h, the DL gives the impression of being
at a standstill so much the protection provided by the
bubble is effective. And the more the bike goes up in the towers, the more this protection
is effective and this up to the red zone in
6th. If she proves capable of reaching without problem
the 190 km / h, the next 10 km / h are a little more
long to reach: the result of reports that are shorter than
on the SV. In the end, it just exceeds 200 km / h, handle
full speed. If this is not a problem on German autobahns,
it becomes riskier on French highways where
these extreme speeds are no longer useful anyway.
That said, the DL is capable of maintaining cruising speed.
very high without suffering in any way. The engine is
then angry without ever screaming, for appreciable acoustic comfort.
Even at "extreme" speeds, the big
curves are linked without even releasing the accelerator
and without any unstable behavior. The bike is perfectly neutral and
reassuring by its stability and its easy setting on the angle,
without ever forcing. Vehicle overtaking is carried out
well impeccably. The chassis, inherited from the DL 1000,
once again proves its rigidity.
The comfort here is worthy of a GT and this, both for the pilot and
for the passenger, to whom it makes easily forget any notion
of speed.
In short, whatever the speed, the DL is extremely
comfortable and secure.
Departmental
Of
back on departmental, the DL connects the bends with
lively, including the laces of the Vosges passes.
Here she demonstrates the efficiency of her 67 horses – i.e.
at least 10 horsepower more than the competition – and more torque.
Associated with tires that really stick to the
bitumen, the DL really drives with confidence, even at
high rhythms and whatever the conditions
: dry or rain.
The engine is a treat, especially at low and medium revs,
picking up easily and without playing with the gearbox: an exception
in a traditionally rather soft category.
Night road
The
DL illuminates far and even rather strong. Even without
pass in full lighthouse, we can see it well and it can see well.
Once passed in full lighthouse, the road lights up and it
is possible to maintain a high pace while anticipating
perfectly. It’s comfortable, like the rest of the machine.
Comfort
We
might think that a 650 is far from the comfort standards of a GT
1000. It is not. The saddle is comfortable when you sit on it
and this comfort is not denied on the road, whether solo
or in duo.
The suspensions are effective, neither too flexible nor too firm, erasing
the bumps and irregularities of bad roads. It
you really have to make him take dirt forest roads to
start to blame him.
In the end, it is possible to cover 350 kilometers in a single
treats as a duo, and without any stop, even for a passenger
usually shouting grace between 150 and 250 km. the
comfort here is truly royal, having nothing to envy
to real GTs with double displacement and even more
more on a displacement like this. So much so that she
may even be the way to make someone love the bike
passenger who would not like long journeys before.
Braking
Brakes provide excellent feel, whether under continuous braking
or pressed. It brakes effectively and safely.
The motorcycle also keeps its plate perfectly to stop
quickly.
Convenient
The
saddle – opening from the rear under the fire – offers a large space
storage, and allows to place a large anti-theft type France Antitheft
as well as rain pants.
The passenger handles provide good support and we appreciate
the luggage rack.
Despite the apparent reduced size of the tank in
its upper part, it is also possible to
place magnetic saddlebags.
The adjustable screen in three positions is an undeniable asset
: in position 1, reserved for the city and departmental,
in position 2 on national roads and highways. Position 3 is revealed
not very usable, especially considering the handling and
disassembly time required to change position
(screwdriver required).
Consumption
Injection
still works wonders, largely aided by a reservoir
big with its 22 liters. It is therefore possible to do 300 km
before switching to reserve (automatically). The pump
gasoline starts flashing around 260 km then then
the last bar at the approach of 300 km, with a range
overall which may be greater than 350 km. Finally,
we revolve around a consumption of 6 liters per hundred, which can increase
to 7 liters at average on the highway allowing to forget
his license.
Conclusion
The
Suzuki DL 650, it is the pleasure of a big road trail 1000 cm3 without
have the disadvantages, especially in terms of weight and
maneuverability in town. It is a motorcycle that is appreciated by the day
the day in the city and even more during long journeys, and whatever
either the roads or the rhythm. Compared to a linear utility
and less powerful like the Honda Transalp, it also offers a real
endearing personality.
Aside from its questionable aesthetics – the tastes and colors
– the DL 650 really has everything to please and the initial assumptions
turned into a real crush. Only
7,500 euros officially, and even negotiating at
7000 euros is the same price as an SVS, it is
a motorcycle that deserves to be known and adopted. Moreover,
the bikers are not mistaken and the DL 650 is currently prancing
at the top of the category.
Versatile, comfortable, economical, it will delight both pilot and
passenger.
In the end, the DL is a very happy evolution of the category
can even be an alternative to some roadsters
streamlined as soon as the will to travel becomes
an important criterion of choice … in short, it is a real small
big heart of GT…
Strong points
- versatility
- comfort
- protection
- autonomy
Weak points
- the tedious adjustment of the bubble
Competitors: Aprilia Pegaso 650, BMW 650 GS, Honda Transalp 700
Datasheet
| Your feedback on
the forum
Related articles
-
Yamaha FZ1 Fazer S 1000 motorcycle test
The Swiss Army Knife sharpened – test in five 2007 vintage days Initially launched in 2000, the FZ1 has massively evolved in its new vintage. Still from…
-
Triumph Daytona 675 motorcycle test
After several sports trials 4 cylinders in 600 cm3 (TT 600 then Daytona 600), Triumph gives up to reveal finally a sports 600 based on a 3 cylinder: the…
-
Kawasaki VN 1600 custom motorcycle test
The boat The VN 1600 is the novelty of 2003 in terms of custom. Since the first Sumo 1500 presented in 1988, the custom largely won in power, handling…
-
Triumph Trophy 1200 motorcycle test
The Pullman version motorcycle The Triumph Trophy is the Grand Touring model of the English brand: a 1200 cm3 four-cylinder. Discovery The Trophy 1200 is…
-
Triumph Tiger 1050 motorcycle test
A 4-day trial over 1,100 km The Triumph Tiger had taken a sacred look of old over the years, especially compared to the new Varadero and VStrom, despite…
-
Triumph Sprint ST 1050 motorcycle test
Test over 5 days and 1,000 km. Discovery The Sprint ST has been completely revised for its edition 2005, both in terms of aesthetics and chassis and…
-
Daily test over 3,500 kilometers, from Spain to Italy by small roads Flat Twin of 1,254 cm3, euro5, 136 hp and 143 Nm, 279 kg, 22,490 euros … and the…
-
The ramage at the height of the plumage, without being plucked Scrambler! It was originally a question of taking a road motorbike, of grafting it with…
-
Yamaha Fazer FZ6 motorcycle test
The GT roadster The Fazer has been completely revised for its edition 2004, Euro2 standard obliges. In fact, the new model has nothing to do with its…
-
Yamaha Fazer FZ6 S2 motorcycle test
The ultimate evolution of success The Fazer, now called FZ6 S2, celebrates its tenth anniversary. The engine originally from the Thundercat has been…