Despite having a face only a mother could love, Yoko Ono was able to
score one of the late-'60s most desirable bachelors, Beatle John Lennon.
Obviously, there was more to her than meets the offended eye.
And so it is with the new Suzuki DL650
V-Strom,
a wonderfully competent bike that might be overlooked because of an
appearance that might be diplomatically termed as "funky." So we ask you
to overlook the superficial, as Lennon did, and give this piece a
chance.
Emotions were mixed as I set off across the SoCal desert toward Indian
Wells for the press introduction of the baby V-Strom. We were already
converts to the sweetness of the SV650's 645cc 90-degree V-Twin, the
powerplant loaned to the new DL, so we expected good things there. But,
we wondered, how could this pseudo dirt bike possibly be as good a
package as the SV, a perennial winner in the smile-per-mile category?
As we set off on a clear but cool desert morning, I wasn't the only one
among the moto press to be grateful for the extra wind protection
afforded by the effective fairing as we streaked down I-10 toward the
east entrance to Joshua Tree National Park. New to the DL line in '04
(yes, the 1000, too) is a three-position windscreen. Airflow was
directed just barely over the helmet on my 5'8" body with the screen in
its center position. Taller riders were bothered by buffeting, but had
their complaints addressed by moving the screen to its tallest position,
a process that takes about five minutes and puts the screen in a more
upright angle. At lower speeds, oncoming air gets deflected up and
around a rider's helmet, resulting in faceshield-open riding becoming a
viable option.
After a day in the saddle of the DL650 V-Strom, we came away gushing about it.
What was expected to be a miserable ride in the cold turned out to be
entirely tolerable on the DL. Surrounded by a cocoon of fairly still air
that almost makes ear plugs optional, the caffeine-addled mind could
chill out and switch to other thoughts. Hey, did they pave the road
overnight? This thing is smooth, both the willing engine between the
legs and the supple suspension that seems to zap bumps from its path.
With an additional 0.8-inch of travel up front and 0.3-inch extra out
back, as compared to the SV, the DL soaked up uneven roads that would
make a rider wince on most other mounts, aided by tall-profile
semi-dual-purpose Bridgestones.
An indicated 80-mph cruise saw the tach spinning up at 5900 rpm, a
reminder that Suzuki added three teeth to the DL's rear sprocket to give
it the added snap necessary to compare with the 41-lb. lighter SV650S.
Suzuki says the DL has about 5% more midrange power than the SV thanks
to a smaller airbox, different cams and muffler, though they didn't
mention how peak power was affected. The changes all seems to work well
together and, despite the lower gearing, the V-Strom is able to top 125
mph with the speedo needle still rising... or so we heard.
In addition to the adjustable windscreen, the
V-Strom
650 brings along a new instrument panel to the DL line. Simple dual
analog dials serve up easily assimilated speed and rev information,
while a center LCD panel has the info desirable to the adventure-touring
rider, such as dual tripmeters, a clock, and fuel and coolant
temperature gauges. A healthy 5.8-gallon tank will take you 200 miles
between fill-ups.
Joshua Tree, for those who haven't been there, isn't your typical
National Park. Bizarre-looking rock formations sprouting out of the
ground are as prevalent as the sparse vegetation, and the park road
takes a meandering path through the arid desolation.
Despite its gangly appearance, the V-Strom can make quick work of the twisty bits.
In this environment, it becomes clearer that the DL is no SV. Less
aggressive steering geometry and a tall 19-inch front wheel slows
steering responses somewhat. Turn-in takes more muscle than the standard
SV and, initially at least, the bike feels too tall to be a serious
corner carver. But once acclimated, the DL proves to be fun to toss
around, aided by the leverage offered by the tall and wide handlebar
that puts a rider in a perfectly neutral riding position to enable
tankful draining before needing a rest.
Ergos are nearly identical to the bigger DL, just about perfect for the
V-Strom's mission, with wrists only taking a small amount of pressure.
It's all-day comfy. The only change from the big DL is a different seat.
At a reasonable 32.3 inches, the seat is 20mm lower and has diagonal
cutaways at its side edges that allow shorter legs to have a straighter
shot at the ground, giving newbs and the vertically challenged more
confidence during low-speed maneuvering. Even so, the six-plus-footers
on our trip reported there is ample legroom.
Although the DL650 isn't as nimble as the high and wide bars suggest, it
can be hustled through twisties at a quick rate. It steers slower than
the SV in part because of the tall front wheel/tire, but also because it
shares the frame, fork, wheels and brakes with the 996cc DL. Still, the
little
V-Strom is said to be 40 lbs. lighter, due mostly to the smaller engine and to a less robust swingarm.
The 43mm fork is outwardly identical to the big V-Strom, but it doesn't
have the DL1000's more advanced cartridge internals. Laid at a 26-degree
rake (26.5 for the 1000; 25.0 on the SV650), the Showa fork has
provisions only for preload adjustment. Preload on the rear shock can be
dialed in hydraulically with a handy knurled knob below the seat, just
like a BMW; rebound damping is also adjustable.
Aboard the V-Strom 650, a rider's destination could be just about anywhere.
While the supple suspension does an admirable job of eliminating bumps,
virtually making Botts Dots disappear, it does show its price-point
limits with its harshness when hitting sharp bumps. Scrubbing speed over
small, repetitive bumps induce a chatter condition, and the soft fork
springs allow a fair bit of front-end dive when braking.
But if you wanted a GSX-R, or an SV for that matter, you wouldn't be
considering a DL. Not only is the V-Strom way more comfortable, but it
also has the capability to take you places where the others would fear
to tread. Although Suzuki says the V-Strom isn't really meant to go off
road, we couldn't resist testing its capabilities and that of its Trail
Wing 'Stones.
With a 417-lb. claimed dry weight and road-biased rubber, the 650 isn't
gonna win many enduros, but it actually takes to loose conditions fairly
well. Venturing off the beaten path and into a couple of unpaved
campground areas proved the V-Strom can be slid and tossed around in
ways that would make a Ducati 999 rider spill his bladder inside his
Daineses. A bountiful 40 degrees of steering lock lets the DL maneuver
in tight spaces, whether piloting a course around a boulder or an
Escalade. Later on we were forced to ride several miles on a gravel road
that was under construction, and here the relaxed fork angle and a
fairly generous 110mm of trail kept the Swiss Army Bike on its intended
path even if the feedback from the soft surface indicated otherwise.
Taking the SV650's sweet V-Twin and tucking it into the DL1000's frame proves to be a good concoction.
Aiding the V-Strom's low-traction performance is its ultra-smooth
throttle take-up, with none of the abruptness endemic to many injected
bikes. Suzuki's Dual Throttle Valve (SDTV) uses a computer to control
the throttle body's upper butterfly in relation to engine speed and
throttle position, giving just the responses a rider expects. Also
helping the DL mete out power is a heavier starter clutch that adds
weight to the engine's rotational mass. The V-Twin engine, as all
90-degree Twins, has perfect primary balance, although a DL rider can
feel a hint of secondary vibes at 6000 rpm. Otherwise, this engine is
super-smooth, even more so than its big brother.
The V-Twin, like in the SV, is a real gem, but adrenaline-hungry pilots
might become bored with it. There is no real hit in its powerband,
meaning there's power whenever it needs to be summoned, which is good.
But step off an SV and onto a DL, and you'll notice a less enthusiastic
rush to the 10,500-rpm redline. On the plus side, Suzuki has once again
done a magnificent job with a gearbox, with smooth but positive cog
swapping and easily accomplished downshifts. We liked the high-mount
muffler that tucks in nicely, though we were less impressed with the
flaccid exhaust note for a V-Twin (although easily preferable to Yoko's
singing). California bikes receive a catalyzer to reduce emissions, and
that attractive, aluminum-looking exhaust shield is actually plastic.
An adjustable brake lever lets even small hands get good purchase to aid
the 2-piston, pin-slide calipers and 310mm front rotors in hauling the
DL down from speed, they are not supersport-spec, but they are plenty
powerful for the V-Strom's mission. Out back, a single piston caliper
bites on a large 260mm disc, but it feels numb and weak. If the brakes
didn't get you slowed in time, the effective rear-view mirrors will
offer a good view of the Highway Patrol coming up behind you.
The black V-Strom looks like it was plucked from the set of Road Warrior.
Suzuki's concept for the DL line was to create a "Sport Enduro Tourer," and the V-Strom
650 gets top marks for living up to the monicker. In combining the
SV650 motor with the DL1000 chassis, Suzuki has built its parts bin
special into a bike that defines a new market segment.
It has the power and smoothness to dust a BMW F650, and it offers more
comfort and wind protection than the SV650/S, Honda 599 and Triumph
Speed Four. Its closest competitor is likely Yamaha's buzzier but faster
FZ6, which shares a similar riding position, fairing coverage and price
tag. The FZ is definitely faster in a straight line, but its R6-based
engine isn't as adept as the smooth and torquey DL's Twin. And with its
standard luggage rack and optional hard luggage, the V-Strom is much
more the SUV as opposed to the FZ's sports coupe. In a way, the DL650 is
the Honda VFR of the adventure-touring segment, offering versatility, a
sporting nature and Lexus smoothness.
As the day's light faded into the horizon on the way back to the hotel
and the subtly attractive orange glow of the instruments matched the
color of the setting sun, it was hard to imagine another machine with a
competitive versatility-per-dollar ratio. At $6599 in blue or black, the
new
V-Strom
is sure to attract the type of guys who prefer smart and loving, if a
bit homely, women over more attractive but temperamental ones.
You can't tell what the DL looks like from on top, and perhaps John felt the same about Yoko.
Share your thoughts on the '04 Suzuki V-Strom in the MCUSA Forum.
