Suzuki DL650 V-Strom - European viewJune 26, 2005 By Tim Luckhurst SPECIFICATIONS Persistent nudging from a friend who has ridden a V-Strom daily for a year, combined with the tender entreaties of Suzuki's media team, barely persuaded me to try it.
Unkind critics have called it ugly, which exposes resistance to its utterly modern look, particularly the large, twin, multi-reflector headlights. But it is reluctance to test proven, pragmatic technology like this that puts so many motorcyclists on machines utterly unsuited to their needs and costs them money they don't need to spend. That doesn't mean the V-Strom 650 is nothing more than a competent mechanical compromise. Suzuki tries to encapsulate its potential by summarising it as a "middleweight sport enduro tourer". A better way of putting it is that this is a motorcycle you could ride to work in heavy traffic throughout the year and then take on a long touring holiday through Europe. Once at your campsite in the Pyrenees you can strip away the luggage and belt out for a few hours' jousting with sports bikes on hairpin bends. The V-Strom 650 is 20kg lighter than its big brother and the seat is very slightly lower. But it is still a tall, imposing motorcycle that gets noticed on busy motorways and affords its rider an excellent view of the road ahead. I am obsessed with mirrors. I make no apology. They save lives. Those on the Suzuki are superb and do not vibrate at high speed. The twin-cylinder engine is as smooth as anything installed in machines that cost thousands of pounds more and pulls eagerly up to the rev-limiter in the first five of its six slick gears. Suzuki has adjusted the performance characteristics to deliver more torque from 4000 to 6500rpm and the result is mid-range pulling power that makes two-up travel entirely practical. Adjustable windshield The capacious pillion and moulded grab rails confirm that this bike need not be restricted to solo touring. Neither is it exhausting over extended distances. The adjustable windshield provides good protection, even at motorway speeds. I was very impressed by the quietness of the engine working through its two-into-one exhaust. For an intimidating roar you have to rev to 8000 rpm but the bike will cruise at 130km/h in sixth gear at about 5800rpm. Its 22-litre fuel tank promises a range of more than 320km. The suspension is at least as good as on the larger 1000cc model and, through tight corners, I would dare to suggest that it is better. Freshly qualified riders will not find the V-Strom intimidating. It is not supposed to set nerves jangling or be a posing platform but it is fun, fast, comfortable and secure. If your idea of motorcycling is to own something with an expensive name on the tank and take it out of the garage on alternate Sundays in June then this is not the bike for you but, if you yearn to explore long-range while developing your riding skills and you need a bike you can use around town too, then the V-Strom should be on your list to test alongside the excellent Ducati Multistrada 620, BMW F650 and Honda's much maligned but astonishingly competent Deauville. There are not many riders left who do not know that Ewan McGregor circumnavigated the globe on a BMW. He chose a superb motorcycle, but he would have made it on a Suzuki DL 650 V-Strom. Potential adventurers who do not earn film-star salaries would be daft not to arrange a test ride. |
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