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After almost 10 loyal services, the 650 V-Strom passes the baton to its replacement. A good face, recent technical data, but basically, Suzuki’s all-purpose trail changes relatively little, its 2012 mutation more akin to a relifting. Makes you wonder what the engineers have been doing all these years. Especially since for some time, the trail market has regained strength, style, and becomes more impactful. This is no longer the time for light and eager monos on wooded paths; the BMW F 800 GS and Triumph 800 Tiger XC paved the way for a generation of powerful, fun trail running, refining a more than interesting compromise between the nice urban Transalp style and the imposing travelers such as the R 1200 GS, Guzzi Stelvio, or XTZ 1200.
Shy in its evolution, the new DL relies above all on a new fork crown to assert itself. With its softer shapes, it almost looks like a diplodo (look in 80s cartoons). Large plastic side scoops and a protective strip of the same material on the tank are the main differences of this new version. As a result, the novelty effect mixes with a more rugged and nicer feel, but the charm wears off quite quickly. The new dashboard, more compact and more discreet, finishes questioning the eye; For the rest of the machine, the essentials are renewed with just a few fine touch-ups.
Suzuki renews its confidence in its sparkling 645cc twin. This made for good weather and a great reputation for the SV / SVS duo. Currently installed in the Gladius, it will continue to operate in this new DL 650, however with an increased compression ratio – from 11.2 to 11.5. The cam profile has been revised to improve power and torque at mid-range. Using a single valve spring instead of a double can reduce mechanical losses. The clutch has been revised for more flexibility and the casing protecting it is thicker here, reducing mechanical noise. For the same purpose, the crankshaft has been redesigned. Previously air-cooled, the oil cooler is now relieved of its calories by liquid cooling.
Officially fuller and more punchy over the entire engine speed range, the twin also announces more fuel economy: 10% less consumption.
A little slimming cure lost 3 kilos on the trail but also 2 liters in the tank. This has become thinner at the knees, allowing more control of the machine and the feet to better touch the ground. The ABS, more sophisticated and lighter (it goes from 1.5 kg to 0.7 kg), will be supplied as standard as well as a screen with 3 adjustment positions. The wheelbase increases by 5mm and the saddle climbs by 15mm. The rear rack is now made of resin and no longer of aluminum. Also note the new shape of the mudguard to improve cooling by directing a flow of air to the radiator.
Too bad Suzuki’s approach is so daring, even if it appears that this V-Strom would be doubled with a more cross-country version, with roll bars, suitcases, top-case, double-bubble and engine spoiler. At a time when Europe offers more distinctive products with success and image to the key, the public would certainly not sulk a twin with a larger displacement (the 800 is in fashion), an inverted fork. , a profile cut for trekking … In short, something that throws it off even if it will only be used once a year.
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Replaces
DL 650 V-STROM 2012
Model marketed in
2012
2013
2014
2015
2016
Performances
-
Max speed:
about 180 km / h
The technical aspect
Suzuki DL 650 V-STROM 2013
- Frame
- Frame: Double aluminum beam
- Tank: 20 liters
- Seat height: 835 mm
- Length: 2290 mm
- Width: 835 mm
- Height: 1,405 mm
- Wheelbase: 1,560 mm
- Dry weight: 189 kg
- Operating weight: 214 kg
- Train before
- Telehydraulic fork Ø 43 mm, deb: 150 mm
- 2 discs Ø 310 mm, 2 piston calipers
- Front wheel:
110/80
– 19
- Transmission
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock, deb: 150 mm
- 1 disc Ø 260 mm, 1 piston caliper
- Rear wheel:
150/70
– 17
- Motor
- Twin cylinder
in V at 90 °
, 4 stroke - Cooling: Water cooling
- Injection ø nc
- 2 ACT per cylinder
- 4 valves per cylinder
-
645 cc
(81 x 62.6 mm mm) -
69
ch
at 8,800 rpm -
6 mkg
at 6,400 rpm - Weight ratio /
power
: 2.74
kg / hp - Compression: 11.5: 1
- Crit’air:
- Clampable motorcycle at 34 hp for the old A MTT1 license – not guaranteed for the A2 license
- Motorcycle accessible to A2 license or bridle at 47.5hp / 35 Kw
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW F 700 GS 2013
Kawasaki VERSYS 650 2013
Triumph TIGER 800 2013
Gallery
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