SUZUKI DL650 V-STROM – enduro tourist in many ways surpassed his older brother

In 2004, the SUZUKI DL1000 V-STROM tourist station wagon got a 650 cc brother. The bike not only passed the test of time and an incredible number of kilometers, but also tucked its older brother into the belt.

The distinct division of DL in Suzuki’s large motorcycle family is the result of an evolution in the mindset of motorcycle touring. At the turn of the 1990s-2000s, motorcyclists no longer “lived” to travel on uncomfortable, poorly prepared motorcycles. they wanted more comfortable, “couch travel”. The interest of this group of people, fueled by photographs from the Dakar rally and articles in magazines, demanded the appearance of a comfortable tourist bike, but always with enduro claims. New tourists do not need to climb into impassable thickets and ride alone through deserted deserts. The main thing is to comfortably overcome long distances on asphalt, if necessary, driving down onto a dirt road or light off-road.

And the producers understood where the “gold mine” is. The first among the “Japanese four” was made by the Honda concern, in 1999 showing the world Varadero. Three years later, its competitor Suzuki DL1000 V-Strom saw the light. But we will return to its younger brother, which this article will be about – the DL650 V-Strom, which rolled off the assembly line in 2004.

The letter V in the name of the motorcycle symbolizes the belonging of its motor to the sticks, and Strom in translation from German means “flow, flow”. Curiously, the development of the DL1000 and DL650 of both versions of the tourist began at the same time. The proven Suzuki SV650 Street Powertrain was chosen as the engine for the DL650. The V-shaped “two” with 90-degree camber and fuel injection found its place in the space frame of the older Strom without any problems.

The engine was reconfigured for the intended use: the crankshaft was slightly heavier, resulting in an increase in the moment of inertia by 4%; changed the profile of the camshafts. Reduced air filter box, redesigned exhaust, modified gearbox ratios … In short, the red zone became 500 rpm closer, maximum power decreased by 7 hp, but 5 “horses” were added in the middle.

The V-Strom’s motor was so successful that many motorcycle publications recognized it as even better than the donor SV650. Regular riders, noting the smooth fuel delivery, quick revs and wide recoil range, tend to agree with this.

The DL650 chassis bears the imprint of a budget. There are no complaints about the frame and swingarm made of aluminum alloy, but the suspensions are minimally sufficient. The Monoshock lever and Showa forks do their job adequately, striking a balance between comfort, stability and handling. The rear spring lacks stiffness, so those who like to travel on a fully loaded motorcycle change it to something tuning.

The manufacturer saved on the brakes. At the front, the Strom has 2-piston calipers that work with 310 mm discs, and at the rear, a 1-piston caliper and 260 mm disc. This kit is barely enough to stop a bike with a curb weight of 220 kg.

The first generation DL650 V-Strom was produced in 2004-2011. 1. Simple 43 mm Showa telescope with 150 mm parquet travel, adjustable only by spring preload. Thanks to the 19-inch wheel, the fork handles uneven asphalt well. The front 310mm discs work with Tokico 2-piston calipers, while the rear 260mm disc is pushed into the rear by a Nissin 1-piston caliper. For emergency braking, brakes are not enough. In 2007, the optional ABS 2 was introduced. The instrument cluster is similar to the V-Strom 1000 ’04. Solid rounds of the tachometer and speedometer are separated by an LCD screen, above which there are light indicators. The screen shows scales of fuel level and engine temperature, total and daily mileage, hours 3. The monoshock is connected to an aluminum pendulum by a lever system. From the adjustments available spring preload (valve placed to the side) and rebound damping. The narrow rear tire 150/70 R17 worsens the pont factor, but has a positive effect on handling. A catalyst, compliance with Euro-3 standards and a fairly quiet exhaust sound – these are the reasons for the presence of an ugly and bulky muffler, similar to boots, on a motorcycle. The exhaust manifold passing under the crankcase asks for the installation of protection 4. The lightweight space frame made of aluminum alloy inherited from the older brother V-Strom 1000. Hence, a large margin of safety, not at the expense of handling. Large side half-fairings wrap around the 22-liter tank, resulting in twin headlights and an adjustable windscreen. The 90-degree V-twin is borrowed from the SV650. Engine tweaked slightly for better mid-range traction

But there are no complaints about ergonomics and wind protection. The seat height is relatively low (820 mm), and the “handlebar-saddle-footpegs” triangle is organized in such a way that it is convenient for people with different weights and dimensions on a motorcycle. Those of the riders whose height exceeds 190 cm will have to install an enlarged aftermarket visor.

Considering that the DL650 is designed for asphalt, but still tourism, the 22-liter tank moved here from the DL1000. The 645 cc pole has a moderate appetite, so the bike can travel up to 400 km from refueling to refueling. To get to the main components of the engine, you just need to remove the seat and tank (you do not need to drain the fuel). The central stand in all years of release of the younger Strom remained a paid option.

Since its inception, the V-Strom 650 has only been upgraded twice: in 2007 and 2012. A year after the market launch, the bike’s frame and swingarm were repainted black. A headlamp deactivation function has been added to the electrical circuit to reduce the load on the battery during starting.
In 2007, Suzuki engineers went through the DL650 thoroughly. The swingarm was slightly lengthened, stretching the wheelbase from 1540 to 1555 mm. The engine received modified injection settings and received cylinder heads with two spark plugs each. Making room for the optional ABS module, the manufacturer slightly reduced the seat space. In 2009, there were few changes: the turn signals became transparent, and the rear wheel axle changed the locking mechanism from a stud to a locknut.

A major restyling, which is considered the second generation of Stroma, took place in 2012. The design has changed significantly, becoming more modern. The engine remains structurally the same, only now the successor to the SV650 – Gladius – is a donor. According to the manufacturer, it is 2.5 hp. more powerful and 10% more economical than its predecessor.

The second generation of the motorcycle has been produced since 2012. 1. Now on the tidy there is only one dial indicator – a tachometer, the speed is displayed on the large LCD screen located on the right. To everything that the first-generation bike tidy up showed, there was added a gear indicator, ABS operation and slippery road warnings based on overboard temperature 2. As before, both headlights work in low and high beam mode, but restyling affected practicality. The middle one does not illuminate the road as well as the first generation V-Strom floodlights. The taillight is now LED 3. The tank has been reduced to 20 liters, all sharp corners and sharp lines have been smoothed out, which visually made the new V-Strom related to the Gladius. Wind protection has remained at about the same level 4. Optional branded trunks allow you to take on board a lot of useful luggage. In such cases, many owners of the first V-Strom’a tightened the preload of the monoshock spring to the maximum, since under heavy load the motorcycle showed excessive flexibility. The second generation bike has got a new, stiffer spring 5. The space frame made of aluminum alloy remains unchanged. Engine – 645 cc from Suzuki Gladius, retuned for comfortable use at low to medium revs. Spins gently and quickly, delighting with uniform traction. The exhaust system is all the same 2-in-1 format, passing under the crankcase and ending at the top right. Well, at least the muffler looks prettier. The brakes now have a lightweight up to 680 g ABS module from Bosch (stock equipment). The system is not switchable. 310mm discs with 2-piston calipers at the front and 260mm discs with 1-piston calipers at the rear – all from Tokico

The tourist’s ergonomics did not suffer, only the saddle height increased by 15 mm. Rear suspension travel has been increased to 160 mm. In addition, the tidy was redesigned, and the weight was reduced by 8.1 kg – thanks to a new ABS module, a lightened brake circuit and a “deflated” gas tank.

To the surprise of many, the 2012 restyling did not involve an increase in engine displacement. The motorcycle has remained in the same niche that it has occupied since its inception. Only now it looks like an even more attractive option, since modern mid-size station wagons like the Triumph Tiger 800 or BMW F700GS are significantly more expensive. It is partly in this “popular” approach that the enviable popularity of the DL650 V-Strom lies. Suzuki is very well aware of its customer’s requirements.

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