Motorcycle specifications SuzukiDL 650 V-STROM 2006 Twin and fun

when Suzuki embarked on the big road trail, it didn't set the benchmark, but it did create a very nice, sporty machine. But where the manufacturer really comes into its own is with this little 650 V-strom devil. Identical to the 1000, its appearance is unmistakable. Lower in the saddle, it should be easier to handle. Suspension travel has been significantly reduced, with the machine dropping 20mm. Riders will be delighted by the manually adjustable bubble, the wide seat and, above all, the mill, which is identical to that of the SV 650. A benchmark! On the DL 650, the camshafts have been modified, the airbox has been enlarged, and the moving parts have been made heavier, all to enhance the power curve at low and mid-rpm. Knowing the twin's particularly pleasant and playful behavior, we're salivating in anticipation! Passengers won't be outdone either, with a welcoming seat, well-designed grips and footrests, and a practical, easy-to-use rear shock adjuster. The new dashboard is very complete - in fact, its big brother will be borrowing it for 2004, as will its windscreen. Here's a formidable competitor for the Honda Transalp, especially as the Suzuki trail bike should deliver 15 hp more than its rival. The frame of the little V-strom is similar to that of the big one: an aluminum perimeter, and with identical tires (110 front and 150 rear), the little devil should be particularly agile and efficient. Quick, lend me one...!

on the technical side, the machine is less impressive than its big sister. that's reassuring for would-be adventurers, but seen from the front and not on glossy paper, the DL 650 still looks pretty tough. The small dose of apprehension at this moment will vanish in 30 seconds. Light and welcoming, the machine is as agile as a BMX. The lower, slimmer seat than on the 1000 is much appreciated by medium-sized riders at stoplights. Praise for Suzuki's little twin has never dried up, and it won't stop with this trail bike. Flexibility remains impressive up to 4th gear, and much more exploitable than the 1000 up to 6th. The new valve train has taken away some of the rawness of the high revs... to offer more gniak in the mid-range. When it comes to winding through mountainous switchbacks, the DL 650 is sumptuous. You can open the throttle without restraint, the twin picks up low, then pulls with gusto. Thanks to the smoothness of the engine/gearbox/controls team, you never have to fight; you just enjoy the ride. Especially as handling is excellent, even prodigious for a trail bike - and there's the rub: the suspension favours efficiency over comfort, especially as the lower withers height of reduces the travel of the suspension. More or less annoying depending on your back and road conditions, but if you want to play a little... It's also a pity that the hand protectors of the 1000 have disappeared. They protect you from the cold, and from branches if you take roads you've forgotten. The brakes are identical to the big brother, but more efficient without being aggressive. Which is just as well: we're riding a trail bike, not a GSX-R (which would certainly be less festive)! Venturing out for long stages is a thrill. Firstly, the DL's philosophy invites you to do so, and secondly, with a protective fork head, an adjustable bubble (you need to get out the tools - but no competitor of this size offers them), a GT range and dormant vibrations, you're going to carve up the road. We'd like cocktails like this more often.

M.B
(test text inspired by T. Baujard's article -Moto-journal n° 1 589
manufacturer's photos)