Suzuki V-strom 650 xt 2018
When it comes to full-size touring enduros, you usually imagine a powerful bike that can intimidate some people before it's even lifted off the stand. Will I be able to handle his weight? What if he falls and I don’t pick him up? Can I handle its power? These questions are often found in people’s heads and on forums.
Medium tourenduros look much more attractive in this regard. They are quite large, but not menacingly huge; fast, but do not cause complexes among sportbike owners, and they are also cheaper to operate. The Suzuki V-Strom 650 XT is the newest entrant into this ever-expanding segment, and it's quite the player.
Design and ergonomics of the Suzuki V-Strom 650 XT
Based on the looks of its older brother, the Suzuki V-strom 1000, 650 XT looks like a slightly smaller version of it. This is purely a matter of taste, but personally, in my opinion, he looks extremely... how can I say... pragmatic, or something. Functional. Let's stick to "functional".
From its beak to its minimalist tail, the Suzuki V-Strom 650 XT looks ready to take on rougher terrain. At the same time, when it’s clean, it looks damn bright - for example, those gold rims that complement the canary yellow color of the big tank really “sell” it in that color. Well, unless of course the boring white tank and black rims seem more attractive to you.
Suzuki V-Strom 650 XT
The spoked wheels are shod with tubeless rubber, and it's a win-win combination. Spokes withstand road imperfections much better than alloy wheels, and tubeless tires are easy to repair in the field. There are larger and more expensive motorcycles on which it is still impossible to install tubeless tires on spoked wheels.
Suzuki has managed to maintain a balance of on-road and off-road ergonomics. The seating position is relatively low (835 mm), the footpegs are not too far back, and the handlebars are wide. So it's quite comfortable on the pavement, especially once you get used to the seat. Once off the asphalt, you will be pleasantly surprised that the shape of the large tank helps keep the bike in place with your knees, and the wide handlebar makes active steering between obstacles easier. The tank became narrower, but retained the same capacity - 20 liters.
Engine Suzuki V-Strom 650 XT
Suzuki V-Strom 650 XT is equipped with a two-cylinder 650 cc liquid-cooled engine. The engine has excellent manners, delivering excellent thrust at low and mid-range speeds, making driving in the city comfortable without the need to constantly click through gears. You can even sneak around 40 km/h in sixth without making the engine protest, and the smooth opening of the throttle when overtaking makes the bike fire without any visible strain. This is exactly the type of traction that is needed for carefree driving in city traffic. And for added convenience at low speeds, Low RPM Assist technology prevents engine stalling by automatically increasing speed in situations where the engine is at risk of stalling: when operating the clutch, or when driving at low speeds in traffic jams. An interesting feature of the Suzuki V-Strom 650 XT motorcycle is the Easy Start system, which allows you to start the engine with one short press of the starter button, automatically turning off the starter after the engine starts.
Suzuki V-Strom 650 XT
The engine is very responsive both at low and high speeds. Traction increases linearly, and the motorcycle reaches 100 km/h in 5.1 seconds, which is quite good by tourenduro standards. A smooth set of traction is no less important and convenient when off-road riding, allowing the rider to accurately dose it. And smart two-stage traction control will help out if the hand trembles and the rider lets down. The system works equally well both on the hard and wet pavements of European cities and on rain-washed rural paths. Traction control constantly monitors the speed of both wheels, the position of the throttle, and also monitors the position of the crankshaft and the number of the selected gear, and controls engine traction, shifting the ignition timing and the amount of air supplied. The two traction control modes are sensitive: the first allows wheel slip for a more advanced steering technique, while the second traction control detects the slightest deviation in rear wheel speed, giving complete confidence when driving on slippery surfaces or in the rain. Modes are switched on the left console and displayed on the instrument panel, and of course there is the option to turn off the traction control completely, a must for experienced off-road riders.
In addition to the engine's torque, it should be praised for its completely carefree nature at cruising speed. At 100 km/h, the tachometer needle reaches 4500 rpm, which means you can comfortably drive at 120-140 km/h. The quiet nature of the engine helps save fuel, and consumption in the city is around 4 l/100 km, and on the highway it reaches 3.3 l/100.
Suzuki V-Strom 650 XT
The engine complies with Euro4 emissions standards, and in the process of adapting to the tight confines of emission standards, the engine has been modified on many fronts. It received polymer-coated pistons and revisions to more than 60 other components. The polymer coating reduces friction, increasing efficiency and improving the environmental friendliness of the exhaust. Special L-rings provide improved sealing and reduce the amount of gases allowed into the crankcase. And Dual Spark technology, unique in this class (two spark plugs per cylinder), ensures the most accurate ignition. Combined with new nickel spark plugs, this technology provides improved combustion efficiency, smoother traction and reduced fuel consumption and emissions.
Well, not even two years have passed since I am writing again on my favorite resource, and then - have a good time reading this post to everyone! It so happened that this season I switched from my old 650 Wistrom to a new 650 Wistrom and decided to keep a logbook where I would record my mileage for the season, maintenance, personal goals and observations. I ask about all this under cat. I’ll break the already small text into paragraphs so that everyone can skip what’s unnecessary and move on to the stage of interest: numbers, impressions, etc.
Owner (boring here):
It seems to me that a few words about your beloved self will give you an understanding of why everything turned out this way and not otherwise. Those who have come across my notes here know that from 2014 to 2021 I rode a Racer Ranger 200 - a beautifully polished Chinese enduro, then I got into the saddle of a shocking Wistrom 2009, the turning point - thanks to him I realized , what interests me about these motorcycles of yours. So, exactly a year ago I decided that I wanted to update the equipment, because the mileage was approaching 70 thousand km, it was gradually losing its potential resale value, and after a couple of seasons large maintenance loomed - in short, I did the math and decided that I could take a risk: sell a good one motorcycle and have time to save up for another good motorcycle “ACHTUNG - USE THE METHOD WITH CAUTION.” In general, I set my sights on the next Wistrom. Dull, huh?) But I somehow fell in love with this model so much, I believed so much in its problem-free nature, in our similarity of characters, leisurelyness and rationality, that even the Tiger 800 and the gosling couldn’t lure me up a notch, it seems. Stromophilia is thriving, everything is clear with this man, fuck him.
Economy:
- Purchase: RUB 655,000;
- Insurance: RUB 1,700;
- Registration: 1650 rub.
I took out the policy from brokers, I could have done it myself, as it turned out, because I was given exactly the same e-OSAG as I wanted to do, I overpaid 500 rubles, so keep in mind for those who are just getting into this business.
Tuning:
- Arcs 11,500 RUR;
- Case 47 liters 8500 rub;
- Radiator protection RUB 1,700;
- Footrest extender RUB 1,200;
- Well, for the holidays we received a Scottoiler and a St. Petersburg spoiler for the windshield.
Note to the owner: a spoiler on the windshield is simply a great solution!
Yes, it hardly compares to the National Cycle glass on my old motorcycle, but still, I feel comfortable and can still enjoy riding with the visor open. Maintenance: It turned out that it was not convenient for me to drive a motorcycle to Moscow, so I decided to service my equipment myself, fortunately, in theory, I usually do simple procedures myself.
Mileage during the season is 7500 km.
TO1 — 1850 RUR (1078 km)
- Oil change, I use eni ridemoto 10w50;
- Replacing the filter, installed mann mw65;
- Pulling threaded connections with a dino wrench according to the manual. Everything is normal, except for a couple of muffler mounting bolts;
- Lubricate connections according to the manual.
TO 1.5 - 1000 rub (4700)
- Oil change, it's still the same;
- Adjusting the free play of the clutch handle is also according to the manual.
Yes, indeed, the next replacement should have been carried out at 6 tkm, but I decided to make another replacement, since running-in and all that, I don’t know whether they do it that way or not, but I thought it was right.
The next maintenance will be at the beginning of the 2021 season and will include changing the oil and filter, lubricating all the private parts indicated in the manual and, perhaps, that’s all! This will be a full-fledged TO2
Gasoline: ~ 330 liters of 95 ~ 15,700 rubles (I consider the average price to be 47.5 rubles).
A few words about consumption. Over the entire run this season, the on-board computer showed an average of 4.4 liters. Mileage 80 percent countryside and suburbs, a pinch of exits to lakes and a couple of trips for work. Well, it’s fair to say that I feel nauseous and don’t drive more than 120 km/h, a comfortable speed is exactly 110 - 120 km/h, only once I was in the mood for 130, I didn’t do traffic light races, because most often the outcome is clear)) Well, yes , a little less than half of the entire journey was done with a passenger and light cargo. In general, with a passenger on the highway, the computer shows up to 4.6 liters, which is fully confirmed by receipts, in one up to 4.3-4.4 l/hundred.
About emotions
You know, I've been in puppy squeak all season! What I wanted was my favorite Wistrom, but also a new one. He performs my tasks in reserve!
- Excellent straight landing, to which I will add spacers under the steering wheel just to have fun;
- I modified the wind protection a little with a spoiler on the glass: this was necessary in order to drive with the visor open and unhinderedly inhale the smells of pine forests and the fumes from under overtaken trucks - romance, in short;
- At the moment, I want to install a luggage system and, perhaps, get some side bags for the first time;
- The standard narrow hand protection played an amazing role - it incredibly removes cold air! But still, heated grips on long trips are a must-have, I think.
So far, nothing else comes to mind: everything has been collected for my asphalt-forest-lake use.
As a result we have:
- Motorcycle: RUB 655,000
- Service: 3060 RUR
- Legal matters: RUB 3,350 (insurance and registration)
- Tuning: Approximately 33,000 rubles, and in the future this figure will increase to “HOW MUCH????”
I'll probably end here. Thank you all, I hope this information is useful for comparison for someone. If so, then I went to bed an hour later - for good reason. May your dreams come true and open borders next season!
Handling Suzuki V-Strom 650 XT
The Suzuki V-Strom 650 XT is based on a twin-spar aluminum frame with a conventional fork and a monoshock absorber with adjustable spring preload. Small irregularities are absorbed by the pendant with prim elegance: oh, really, this is such a trifle...
In turns, it is obviously not as precise and sharp as a supersport, but it is far from an oil barge in terms of maneuverability. It feels stable, predictable and reliable, inspiring confidence through a series of corners. Bridgestone Battlax Adventure rubber is a dual-purpose tire that provides excellent feedback on both pavement and off-road. The longer wheelbase (1560 mm) also improves ride stability, and overall the Suzuki V-Strom 650 XT handles quite well for its size. And in addition to good on-road dynamics and a gentle character, it has serious off-road capabilities and bad roads thanks to spoked wheels shod with tubeless tires.
Suzuki V-Strom 650 XT
Test drive Suzuki V-Strom 650
Suzuki V-STROM DL 650 2008/2011
Sooner or later, there always comes a time when the model being produced leaves the assembly line. A good option is when she is replaced by a successor and a bad option when she simply leaves forever. But now let’s look at the first of them, taking both “old” and “young” into a “comparative test”. Moreover, we will not care which of them looks better in appearance - we do not intend to pay more just to attract the attention of the weaker sex or loitering people.
This is a test purely on the usefulness and practicality of the popular mid-sized touring enduro in the old and updated version.
So, we have two “V-twins” with volumes of 650 “cubes”, which are closely related to each other. One of them is four years old, but the model has been in production since 2004, and the second was released last year after modernization, which included some technical and more visible cosmetic changes. We thought so too, but reality shows that judging a book by its cover is meaningless. The V-Strom DL650 has been and remains one of the most popular motorcycles in this class. How significant is the difference between these models and is it worth pursuing the new product?
Ergonomics
Sitting behind the wheel of the old model, you feel that everything is at hand, as if made to order. Every button, every switch is where our subconscious awaits. Personally, I'm a fan of the old dashboard, although it's a matter of taste. In addition, the new dashboard has an illegible tachometer, which is difficult to read both day and night. The locations of some warning lamps may also seem unusual to fans of the old V-Strom.
Comfort
The V-Strom should be comfortable anywhere, anytime. Let's start with the "sofa". Compared to the new product, the seat of the previous model is too hard... Although not as hard as the “perches” of sports motorcycles, the difference is quite significant. In general, ergonomics and comfort have been significantly improved - here, as they say, “neither give nor take.” The layout of the controls hints at a sportier style, but is still very comfortable. The knees are bent slightly less due to the lower pegs. Plus the aforementioned "sofa"... It was designed from the ground up and I'll bet the development was long and meticulous. This is cool. The soft and comfortable seat allows you to cover 600 km a day and still want to go further. The old model was very good in this regard, but when you feel the new saddle under your saddle, you realize that someone designed it especially for you.
Wind protection
Unusual... Because the new model uses a smaller windshield, which, oddly enough, increases comfort! In the old model, at high speeds, there was a very unpleasant flapping of the helmet by the turbulent flow coming off the glass. Now the head is surrounded by a uniform flow of wind and does not dangle from side to side.
Engines
There are changes here too. Most importantly, the engine in the new V-Strom has been improved to optimize traction control. Throttle response is softer, smoother, and you feel like the fuel injection system is working like a clock. It seems that the dynamics have weakened, but this is a deceptive impression. The motorcycle picks up speed just as quickly, and power and torque are evenly distributed throughout the entire rev range. Another interesting point is the subjective perception of speed of both models. The older model makes you feel like you're going faster than you actually are. You can find many explanations for this and try to see the reason in different things, but the facts speak for themselves. The new model is more docile and responsive, and consistently wins during acceleration competitions. The updated V-Strom knows how and loves to go fast. Of course, this is possible not without the assistance of the suspension, which allows you to feel the motorcycle perfectly at a decent cruising speed of 140-150 km/h.
Hardware
The gearboxes on both V-Stroms are flawless, shifting smoothly. If you correctly catch the engine speed, you can change gears quietly and smoothly even without a clutch. If we talk about the clutch, then on the 2011 model it works noticeably better. It is easier to feel the moment of contact between the discs, which simplifies the process of moving away.
Suspension
This is where things get complicated. The suspension of the old model was very good, and its versatility allowed the motorcycle to be used in almost any conditions, if you do not take into account extreme muddy conditions. It would seem that it is impossible to do even better... But the manufacturer seems to have succeeded, and the new model drove even better! Yes, you can find a suspension that handles bumps better, like the BMW F650GS, or one that handles rough asphalt at high speed better, like the Triumph Tiger 800. But with the Suzuki, you have a great compromise!
There's no reason to complain about the new V-Strom's suspension, especially since it matches its performance characteristics perfectly. Nothing feels extraordinary. It simply provides complete control over the entire motorcycle, which allows even a novice motorcyclist without much experience to be confident in his abilities.
For reasons that I have not been able to fully define and explain, the old model performs better off-road. Of course, when I say “off-road,” I mean dry forests without undergrowth and dense gravel embankments, not swamps and deep sands. The old V-Strom is more stable at low speeds and doesn't have some of the new model's nervousness at low revs. But if someone prefers to operate exclusively or mainly on asphalt roads, then the new model will not only not disappoint him, but will also surprise him with the handling refined by the standards of the class, feeling how pleasant it can be to write out long curves in turns.
Brakes
The “4-year-old” brakes very effectively and, in addition, has excellent engine braking (SV650 genes...). The new model takes some getting used to. The brakes of the new V-Strom are identical in operation, but differ in the presence of ABS (an option on the old model). It works perfectly, activating only when it is really necessary. You just can't turn it off.
Fuel consumption
Fuel consumption is almost the same on both models. But Suzuki said that the tank volume of the new product has been reduced from 22 to 20 liters for the benefit of lower curb weight and lower fuel consumption. I think that this was dictated by changes in design. It is safe to assume that the actual range of both motorcycles will be more than 400 km. At the same time, the developers of the new V-Strom claim that the motorcycle is capable of traveling 556 km without refueling. Sorry for the pun, but I didn’t have the courage to check it out - since going the entire distance at a constant speed of 70 km/h is too difficult a test for me personally.
The manufacturer failed to correct the “childhood disease” - inaccurate operation of the fuel level indicator. On the old model, its needle could show 100% fuel, then drop by 30% and remain at this level for many hours. The new model does basically the same thing, so if you suddenly see the reserve light flashing, you know you have at least 200 kilometers left.
100% success
The old V-Strom was a pretty sensible bike and didn't need an update. Nevertheless, it was decided to carry it out, and it had amazing consequences. We didn't think these two twins would be different. Usually, when a company restyles an already successful model, it can be quite boring. But not at this time.
The new model turned out to be better - that’s true, but the old one is still just as good, thanks to which it has “made nests” in thousands of garages since its introduction.
Brief summary
The latest V-Strom is a great bike. I don't think anything can be improved further. And even if it is possible, then what? Suzuki will now have to focus on big touring enduro to compete with the GS.
I can't say which model I would like to have. The new V-Strom has no flaws. This is a practical and reliable tool for moving in space. I've never ridden a motorcycle that handles so easily.
Both motorcycles are light, comfortable, dynamic, fun, economical and reliable. Whatever you choose, you will still be satisfied.
Text: Lukasz Tomanek
Adaptation: Sergey Kuznetsov
Photo: provided by the author
