Trail – An insider’s bike – Used SUZUKI

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An insider’s bike

Trail - An insider's bike - Used SUZUKI

The medium-displacement trails, once flourishing, are now changing. Suzuki tries to renew the genre with an enticing offer: the formidable twin-cylinder of the SV 650 in a cycle part derived from the excellent DL 1000. Test drive.

The category of mid-displacement trails, once flourishing, is now undergoing radical change. While single-cylinder trails are disappearing, manufacturers mainly offer large-displacement trails, machines with remarkable versatility but heavy and expensive.

Where are these affordable and lightweight motorcycles that allowed you to cut the road and discover the side roads? ?

Suzuki is trying to renew the genre with an enticing offer: the formidable twin-cylinder of the SV650 in a cycle part derived from the excellent DL 1000. Many trail enthusiasts have dreamed of this association for a while. Will it satisfy those nostalgic for single-cylinder trail running or seduce road enthusiasts? ?

The motorcycle is quite impressive. Almost as much as its big sister, the DL 1000 (read). Impression reinforced by a fairly massive front. But it seems rather low for a trail: we feel that the orientation is resolutely road. With my 1m87, I always have trouble judging the saddle height of a motorcycle but it seems rather reasonable and the feet are flat on the ground.

Once in the saddle, the wide handlebars, the imposing screen and its windshield located far forward really give the impression of a big motorcycle. Especially since we are seated far enough back: for a little I would almost have the impression of being on the handlebars of a GT! I expected a more typical "all terrain" position, there is really "comfort".

On the road, handling is easy thanks to an exceptional engine and gearbox. We find all the qualities of the SV: the engine is lively, full of character while remaining docile even at low revs, and it emits a pleasant sound under acceleration. The gear changes are very smooth and the clutch is even more progressive than on an SV, which corresponds well to the trail spirit..

At low speeds, the bike is well balanced and the turning radius is really very tight. In town, we quickly forget the imposing fairing to slip through the traffic on a trickle of gas. There are even hazard lights to walk up the lines on the ring road: from afar, they must take me for a BMW! Moreover, the dashboard is very complete and much more readable than that of the first DL 1000. Very practical to keep an eye on its speed and to outsmart the radars !

After this urban test, it’s time to get away from it all to find other playgrounds. Two saddlebags and a bag hanging on the superb and spacious aluminum luggage rack (it’s tough and the hooks are practical, a good point if you want to travel) and hop: direction the Ardennes by the A4 motorway.

Crossing at 140, I almost feel like I’m in a car (without heating!). The saddle is comfortable with a backrest that maintains well, the aerodynamic protection is frankly excellent, just a few swirls at the top of the helmet for a large stile like me, but you can raise the bubble by 50 mm provided you take out the tools. And all this almost without vibrations. It’s really a small GT that will take you very far without fatigue.

At 160, it’s still great comfort and we still have a good reserve of power. Beyond that, the engine runs out of steam because the 6th gear is very long. This certainly preserves the engine on the motorway but we can undoubtedly remove a tooth from the gearbox output pinion for more "dynamic" use. With the luggage, I cap between 180 and 190 meters (on the German portion of the A4, of course). It is relatively modest for the 76 horsepower of the bike, but it is undoubtedly the consequence of the very good protection.

In any case, it is more than sufficient these days! Good point also for the mirrors: the field of vision is clear and they do not vibrate. After 220 km, the reserve indicator flashes. It’s time to go to the pump and warm up a bit, because the temperature is barely above 0 ° C and my fingers are very numb (the DL650 is unfortunately deprived of the hand guards of its big sister DL 1000 ).

17 liters more in the tank, that is to say a consumption of almost 8 liters per 100. A little high, but I am loaded and I did not drag. With the capacity of 22 l, there was plenty of room for more than 50 km. The fuel gauge is precise and well calibrated.

It is now time to leave the motorway to get to the heart of the matter: crossing the Ardennes, from Charleville-Mezières to Luxembourg. Most Parisian bikers ignore it, but here is a magnificent playground located barely 200 km from the capital. Our Belgian friends are not mistaken and we meet a lot of them in the area. From Rethel to Charleville, it starts with small roads that are barely the width of a car, bumpy and half covered in mud. From the road to trails, what !

From the start, I can feel the bike well. The gases are easily dosed, no sudden reactions to the downshift. It turns in a block and begins to slide gradually when you reach the limit of grip. The suspensions preserve comfort without being soft, the bike is well cushioned and does not rebound. Braking lacks bite compared to a road, but it becomes an advantage on this kind of terrain. You can brake from the front without fear of locking the wheel too easily when the grip is poor. Very much in the trail spirit. In fact, the bike is forgotten and I find myself naturally increasing the pace. But beware of overconfidence, because between the dung and the tractors, these roads are particularly treacherous !

After Charleville, the Gorges de la Meuse offer magnificent bends. In a climb with split tracks and well paved, I can send big gas: the bike turns on the angle without flinching and there, there could be a few more horses … but for that there is the DL 1000 !

When crossing the Belgian border, the road becomes narrower, bumpy with nasty bitumen joints. The suspensions have a lot to do and it heckles a lot! If I keep up the pace, the fork shows its limits on braking. The front wheel bounces and you have to seriously grab the handlebars to hold the beast. In this case, I regret the position a little too GT and I would like to be seated further forward. Likewise, the rear wanders a bit when re-accelerating. The bike is not helped by the stock Bridgestone Trailwing tires which, while reacting gradually, do not offer phenomenal grip.

But these are still a bit extreme conditions. The important thing is that the bike is always healthy and reacts gradually. We are confident and we can really have fun riding it. And well done, it can certainly show off many more prestigious motorcycles on this kind of roads. !

From Bouillon (magnificent medieval city on the banks of the Meuse) to Luxembourg, there are beautiful rolling national roads where the great curves are linked. On this type of fairly rolling roads, we make the most of the full character of the twin and its friendly sound. The approval is clearly superior to a single cylinder trail. I refuel in Luxembourg and the consumption on the road is around 7 liters per 100. But what a pleasure to pay for the 95 at the price of diesel with us. !

It is also the opportunity to detail the motorcycle. The look is not surprising since it is largely inspired by the DL 1000. Even if all tastes exist in nature, we must admit that aesthetics are not really its strong point … If the very massive front is missing please, at least he has the merit of displaying a certain personality. But the rear is really heavy: billhooked sides, coarse rear fender, and the DL 1000’s successful double pots have been replaced by a big silencer placed on the right. The swing arm is made of aluminum, but the passenger footrest supports, made of black painted steel tubes, are not very flattering even if they are perfectly functional. Only the beautiful and robust aluminum luggage rack incorporating large passenger handles saves the honor.

Likewise, we can only appreciate the height-adjustable bubble, as well as the readable and very complete dashboard: 2 trips, clock, fuel gauge, water temperature, hazard lights. But we would have liked a coded key immobilizer. The brake lever is adjustable to four positions but not the clutch … and since it is very far away, better to have large hands !

The lock to release the saddle is located under the rear light, which is practical in use but as often with trails, the space under the saddle is very limited: we will accommodate a mini U and by forcing a light rain suit. The tool kit is complete but of the usual quality, i.e. very poor (especially the pliers, just good for the trash!). The shock absorber is adjustable in preload by a large, very accessible knob. No other suspension tuning, which is not shocking on a motorcycle of this type. Apart from a few questionable savings, the finish is good and rather in progress for a Suzuki, especially the paint. Note, however, the poor fit of the plastic of the bubble.

Finally, the only real false note on the equipment side is the lack of a center stand. And for those who want to test the paths, it will be necessary to provide protection for the engine. Because it’s an open frame and the oil cooler, oil filter and exhaust are just as exposed as on an SV! A robust shoe is essential before any attempt to cross, especially since the ground clearance is still quite low. Unfortunately, Suzuki does not provide anything of this kind as an option..

To check if the DL650 deserves its trail name, I take the many dirt roads found in northern Luxembourg. These are rolling tracks of course, not real off-road. It should be borne in mind that with this kind of multicylinder road trails, if the bike starts to take off there is no chance of catching it and it is better to drop it (this is what BMW teaches in his off-road courses). Result: all goes well thanks to the docile engine at low speed, the progressive clutch and the well-balanced cycle part. Even the standing position is quite pleasant. It’s only when you want to sit down that you invariably fall on the tank !

The duo is also very pleasant, with the footrests located quite low and wide, well-placed grab handles. But this is probably the only use for which the DL 1000 is probably more suitable.

The return to Paris, at night, makes it possible to check the quality of the lighting: the beam is very wide in code and illuminates the edges of the road well. In full headlights, the beam illuminates far but it is too focused and leaves the sides in the shade. But what progress compared to the motorcycles of only five years ago !

In the end, the results are largely positive. Faced with a functional but a little soporific Transalp, the DL 650 rejuvenates the concept of mid-capacity trails. She is really the breed of those who know how to do everything: practical for going to work every day, playful to have fun on a weekend stroll, comfortable and enduring to take you to the end of Europe if you wish. ! In any case, it is by no means a DL 1000 at a discount. It is even more homogeneous and easier. The DL 650 can also compete with mid-size road cars like the Fazer or the new Honda CBF600.

But curiously, this versatility could confuse buyers: in making his choice, the rider is often also in search of identity and he appreciates that his machine reflects his conception of the motorcycle. Motorcycles that are too versatile muddy the waters and they need a strong personality, in particular aesthetics, to win (such as TDM, VFR or R1150GS).

However, this is far from being the case with this V-Strom. We feel that its specifications were strongly inspired by certain Bavarian motorcycles whose functionality takes precedence over the look, but Suzuki is not BMW and the result is sorely lacking in personality. Suzuki had already done the job with the Freewind, a dull copy of the BMW F650, which was in fact an excellent motorcycle..

Here again, this bike will only satisfy those who will know how to see its dynamic and practical qualities and can forget its lack of seduction. In short, it’s an insider’s bike…

Technical sheet (manufacturer data)
Engine
Type V-twin, 8 valves, liquid cooled
Displacement 645 cc
Food Injection 39 mm
Gearbox 6 reports
   
Cycle part
Frame Aluminum perimeter
Front suspension Telescopic fork, adjustable compression
Suspension AR Adjustable mono shock absorber
Front tire 110 / 80R 19 M / C
Rear tire 150 / 70R17 M / C
Front brake Dual 310 mm disc, 2 piston calipers
Rear brake Single 260 mm disc
   
Dimensions
Length 2290 mm
Saddle height 820 mm
Ground clearance 165 mm
Wheelbase 1540 mm
Tank 22 liters
Dry weight 189 kg
   
Commercial information
Colors Blue, black, gray
Price € 7,469

Details

A particularly vigilant reader told us that the small V-Strom only developed 67hp and not 76hp as we had mentioned. Based on my good test impressions, I had assumed a bit quickly that the DL650 developed the same power as the SV650, ie 76hp. However, I was amazed at the somewhat low top speed for such power and the rounder and more docile character of the engine compared to that of the SV650.

But it is our reader who is right! Suzuki reworked the engine with new camshafts, new intake, modified ignition and injection mapping to favor torque and horsepower down. Suddenly, the maximum power decreases and develops just 49kW, or 66.6 horses. at 8,800 rpm. But the maximum torque increases to 60Nm.

This does not change the qualities of this bike. Suzuki made the right choice for a trail by favoring ease of operation over sheer power. For example, it is quite easy to lock the rear wheel when downshifting on an SV650, while it would be rather messy on the V-Strom, which impresses favorably with its maximum speed and performance. !

However, I didn’t feel any abnormal vibrations for a twin. Maybe our reader is used to 4 cylinders ?

Other readers regret that this trail is too road, far from the "dual sport" spirit of the first XT or DR. I share these regrets, but we wanted to judge this bike for what it is: a road trail.

A suggestion however for Suzuki, before he lays a possible Kawasaki clone of the DL650: why not rather make a stripped version lightened of 25 kg, with a model with front wheel of 21 painted in green typed enduro and a model with 17 front wheel with big brakes and SV engine, painted in orange typed supermot ‘ ?

Finally, the selling price of the DL650 in the United States is enough to disgust the French biker: at 6,600 US $ (or 5,100 € at the current exchange rate), the beautiful one costs 2300 euros less….

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