Review Suzuki SV 650 S

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Review Suzuki SV 650 S

Review Suzuki SV 650 S
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Positioning. The Suzuki SV 650 S meets the Honda CB 500 S, the Yamaha YZF 600 R, the Kawasaki ZRX 1100 and its big sister, the TL 1000 S: rendezvous with a stranger.

Monika Schulz

02/12/1999

It shouldn’t be an ordinary test, everyone agreed. Because Suzuki is breaking new ground with SV. A 650 V2 with a nominal 71 hp, weighing just 193 kilograms, at a price that really doesn’t leave any motorcyclist indifferent: 11,790 marks. That is a word. Or a declaration of war on how to take it. With whom or what is the small 90-degree two-cylinder most likely to be compared? Heated discussions ensued. Finally, the following choice was agreed for the SV positioning: the Honda CB 500 S, because it has been setting the tone in the barely populated class “Under 10,000 Marks” for years. the Yamaha YZF 600 R, because the Thundercat is still traded as one of the most suitable 600 series sports machines for everyday use. the Kawasaki ZRX 1100, because the big row quad with its beefy torque stands for pure driving pleasure. And finally the big sister of the SV, the Suzuki TL 1000 S. Yes, exactly the large-volume two-cylinder with which Suzuki wanted to scare the rest of the world a good two years ago. The rest is history.
Take the guesswork out of driving to France. Is there really the new high-flyer in the back of the van? Or does the SV turn out to be a perfectly ordinary motorcycle, predicate “very nice”?
At least with the ingredients, the Suzuki people really tried hard. That doesn’t seem cheap. For example, there is this beautifully constructed tubular space frame, made of aluminum, of course, just like the swing arm or the footrest system. Or the two-in-one exhaust system, made entirely of stainless steel, but the welds of which are sometimes a bit thick. Unfortunately, you won’t find a main stand at SV. At least the threads for the mounts of a work stand are already present on the swing arm. Annoying: In contrast to the brake lever, the clutch lever cannot be adjusted. And that with a motorcycle that is also suitable for smaller contemporaries due to its comparatively low seat height. It is happier that Suzuki had a lucky hand with the initial tires: The Metzeler ME Z4 harmonize perfectly with the SV. The even more adhesive Bridgestone BT 56 has already been homologated for very sporty people.
When you arrive in France, you have to take a seat? and feel at home straight away. Because the seating position on the petite Suzuki tends towards sport, but is not too extreme and, surprisingly, fits both small and tall people. Don’t be afraid of sore wrists or sore knees. The knees on the narrow tank also work perfectly. Only the seat should be upholstered a bit tighter and rise a little more towards the pillion hump.
And how does it drive, the SV? Easy. Wonderfully light and harmonious. Is predictable and goes exactly where the driver would like. It doesn’t stress you the bean. Even at higher speeds, because although the half-shell was cut tight and flat, the wind protection is completely sufficient up to 160 km / h. Only one thing helps on the SV at a faster pace: Head towards the tank as quickly as possible.
The SV pulls itself out of the affair in a similarly confident manner when it comes to braking: The front double disc system does not act too biting, with a pressure point that is easy to feel? and without weakening. Here, too, Suzuki did not save, which is a good thing. The rear brake, on the other hand, is quite toxic to work. And the landing gear? Also hardly any reason to complain. The fork responds fine and offers sufficient damping properties. Very sporty contemporaries, however, want harder springs. It’s actually a shame that Suzuki has not given the half-faired and more expensive S variant a fork with an adjustable spring base. There is something like that in a well-functioning shock absorber with progressive deflection. Very helpful for two-person operation. For whom the SV is, by the way, passably suitable. And what if your front lifts noticeably out of the springs as you slowly pull the gas upwards? Do not worry, the Suzuki stifles itself like handlebar snakes. At least the test copy shows no signs of improvement.
But this motorcycle is not only suitable for a stress-free stroll in the countryside, but also challenges athletic inserts. The main reason: their four-valve engine. The twin sounds rather boring when stationary, but under load it reveals its true self. Then the agile drive system, which rushes to the limiter, emits an increasingly impressive V2 staccato. The Bosch test bench reports 75 hp and prints out an extremely impressive performance curve. Which the smart Japanese took advantage of. Thanks to this homogeneous performance curve, which does not collapse even after the nominal speed, the technicians were able to translate the SV nicely and briefly. The result: uniquely good torque values ​​for this class. The SV can keep up with significantly larger-displacement twins. And that without constantly having to try hard to switch the gearbox, because the power range is pleasantly wide. What’s annoying? The rough load change behavior in the higher speed range.
Despite the excellent readings, the SV seemed a bit tired to some colleagues. The reason: When the gas is drawn up quickly, from around 6000 rpm, the V2 equipped with 39 constant pressure carburetors allows itself an eternal pause until the vacuum-controlled throttle slide react and release the full inlet cross-section. Especially when driving with constantly changing load conditions, some of the liveliness and spontaneity of the two-cylinder engine falls by the wayside. A phenomenon that cannot occur when determining the mileage because the throttle valves are always fully open there. A big plus of the V2: It is extremely economical with fuel and convinces with good cold start manners. But that’s not enough to leave the missing catalyst uncommented with a clear conscience. In short: no longer up-to-date.
And where is the SV now, where should it be classified? Certainly well above the Honda CB 500 S. Art piece, with a price difference of almost 2000 marks. It has to make itself felt somewhere. But when it comes to many details, the Honda is very pragmatic. Not a motorcycle to which you sit down in the garage with a bottle of beer in the evening to simply enjoy its beauty. Driving, the Honda has proven to be wonderful. Nice relaxed.
Sure, in terms of performance and chassis quality, the CB falls behind the SV. Only those who overcome themselves and squeeze the little Honda like a lemon (don’t worry, they go along with it without complaint) can follow the Suzuki to some extent. Just ?? that’s not all. Compared to the Honda, the Suzuki feels like a really grown-up, much more expensive motorcycle.
The Suzuki demands a higher quality playmate, it should have him. The Yamaha YZF 600 R. Sporty, suitable for everyday use, proven. Yamaha now calls the Thundercat “Supersport Tourer,” which describes the matter pretty well. Even and especially after the appearance of the grim R6, it has its raison d’etre. There is, for example, its exemplary seating comfort and the sweeping cladding, which wonderfully relieves the Thundercat driver of wind pressure even at speeds above 160 km / h. Still commendable: the harmonious driving behavior of the Yamaha and its steering precision. A little too soft for racing, but made for even the bumpy country roads. The Suzuki has a hard time there. It does not exude the sovereignty of the YZF. Everything about the Yamaha looks a bit more sophisticated. More valuable. But the SV is closer to this dignified athlete than the CB.
On the chassis side, the Suzuki lightweight only overtakes the somewhat sweeping Yamaha when it comes to handling. And in terms of performance? Since the SV-Twin should run out of breath pretty soon compared to the 600cc four-cylinder trimmed for maximum performance. That’s also true, at least when accelerating (see measured values ​​on page 19). In terms of pulling through, however, an exercise that Thundercat actually does very well, the SV steals the show from her.
Everything seems very impressive that is written here about the SV. But secretly one or the other might think that they need a real, big motorcycle, with real pressure and such. Because this Suzuki is more for women and beginners? which is also true. It’s not for nothing that there is a 34 hp version (but not in yellow, anyone who wants to understand that). But watch out, Chauvies. Even if you are on the move on a displacement giant like a Kawasaki ZRX 1100: At some point this annoying, petite machine sticks to your rear and does not want to be shaken off. On narrow, winding country roads, for example, where every kilo counts twice and no one can use the concentrated power of a 100 hp big bike. Here the handy SV easily keeps up. Their pressure is also sufficient to overtake without any problems. And when the signs point to a storm, that is, the first straight is approaching and the ZRX is on through, what happens then? The little one stays with it forever.
All right, then she’s ironing a really big sports twin. Bring the big sister Suzuki TL 1000 S. Yes, exactly, the TL. After starting difficulties? the 1000 90 degree V2 had to struggle with various teething problems? now reached maturity: no more oil dilution, fuel consumption now under control. Said TL still masks so forcefully going on, as if the incarnate was after her. But she wants to be moved by a knowledgeable hand, otherwise she goes where she wants with her rider. Problem: These over-wide tires and a poorly functioning steering damper. This floor of the SV steams away in fast corner passages. But the TL does not have tight serpentines. There the little sister has to leave the field. Which, in addition to the superior performance, has it a bit ahead: better, because more spontaneous response, thanks to electronic manifold injection.
Well, where is it now, SV? On their rather clumsy side stand, of course. Because it doesn’t have a main stand. But when it drives, where does it stand? Clearly: not just in the middle, but far, far ahead. Anyone who believed that a cheap all-round motorcycle would inevitably smell of bread and butter will be pleasantly disappointed. Suzuki has succeeded in packing a great character into a machine that is just as easy to drive as a Honda CB 500 S, costs less than any so-called full-blown motorcycle and masters almost every profession. A machine that you can rely on more or less blindly.

Conclusion: Suzuki SV 650 S

So that’s what we mean by “new center”. Significantly more motorcycle under the rear than with the Honda CB 500 S. Sauber. And thanks to its low weight and good performance, the small twin can easily keep up with more powerful machines. The V2 engine of the Suzuki SV 650 S is convincing apart from its somewhat sluggish response behavior, also in terms of fuel consumption. The chassis scores with good coordination and a finely adjustable braking system. Suzuki sets the bar pretty high for the competition.

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