Motorcycle specifications SuzukiDL 650 V-STROM 2020 The twin turmoil

Sting! Slice it! Kick the train! The 650 V-Strom is fed up with Tracers and Versys. In 2017, it's back on the trail.
Suzuki's trail bikes are a thing of the past. We all know someone who bought a DR 650 when they got their license (or shortly thereafter); and when you've designed a pachyderm like the "Big" DR 800 S, you know how to talk. In fact, when a new family of trail bikes appeared in the form of the V-Strom, the market quickly realized that a nice machine was about to enter the field. Alas, lack of sex appeal, a tendency to do everything but not raise the pulse, curves too sweet... In short, the DLs were pleasing but not love at first sight, and that's a shame. Suzuk' is trying to rectify the situation with a new 650 V-Strom that's got a lot to live up to. Revised design, revised engine, revised equipment, reduced weight and increased electronics. Is the Suzuki trail bike becoming vindictive?

Gone are the curves and bear-like face of the 2011-2016 model. The DL 650 shamelessly asserts itself with styling borrowed from the 1000. With its coot's face and cyclops eyes, it looks like it's going to make a mess of mid-size trails. A daring choice, for a clientele that mostly likes fun and novelty in this displacement bracket. There's no doubt that the new V-Strom will get noticed. However, the harmony is far from matching that of its competitors. It doesn't seem to mind, far from it, and relies on its equipment to assert itself.

The argument to put forward today is electronic equipment. Suzuki is following suit with a certain list of equipment. Injection, of course, with a double-throttle intake and now 10-hole injectors for improved atomization. Then the adoption of recent in-house aids. Firstly, Low RPM Assist, which automatically increases engine speed when you engage the clutch to start riding, or when riding at low speed. Then there's Easy Start: just press the starter and it works by itself until the engine is running. Now for the big stuff. For a modern grinding wheel, it's almost impossible to do without traction control. The entire V-Strom family now has one. While its usefulness is undeniable on a big machine like the DL 1000, with its twin inherited from the TL 1000S/R, it's more doubtful on a 71-hp trail bike. But Traction Control is everywhere these days, even on a 47hp Guzzi V7. Let's be fair and objective: we regularly come across great opportunities to slip; and the increasingly exaematic state of our roads should regularly give this system work and relevance.

By the way, how does it work? Let's put it simply: by analyzing wheel speed, gear engaged, crankshaft and gas pedal position every 4 milliseconds, the TC is ready to react to the slightest wheel slip. If detected, it acts on ignition and air intake.
3 possible options. Do you trust your right hand? It can be deactivated. In mode 1, the system acts later, to allow some drifting and playful or sporty driving. In mode 2, it intervenes more quickly, to guarantee active safety on tricky terrain.

But that's not all. The V-Strom 650 is equipped with less sporty goodies, for greater safety and enjoyment. There's no need to praise the soon-to-be universal ABS, which comes as standard here. A very useful 12V socket is built into the left side of the fork head. The bubble, 9 mm higher, can be adjusted to 3 positions, without tools. And three details that change everyday life: Suz has retained the practical rear shock reloading adjustment knob, the package holder, and a pad now allows control of the instrument panel and traction control from the handlebars. What about the center stand? Darn, that's an optional extra. And what about the integrated anchor plates for suitcases? Also optional.
In short, there's still some way to go.

When the first 650 V-Strom arrived, we immediately smiled, as it was powered by the SV. And it's still there to take the crew along. Long life for this little V-twin. It's been almost 20 years since it first appeared. It has powered everything from the first SV to this V-Strom, evolving with the seasons and the models. It has been redesigned not only to adapt to Euro4, but also to improve fuel economy and offer more mid-range torque. 60 new parts, including pistons, exhaust camshafts, injectors and a host of other mechanical bits and pieces, enable the 645 cm3 to continue its career. With 71 bhp at 8800 rpm, we're talking about a slight gain of 2 bhp over the old version, and a gain of almost half a mkg. The only real shortcoming of this engine is its displacement - in a market where engines are constantly getting bigger, a move to 700 or 800 cm3 would be welcome.
A new exhaust system accompanies this evolution, also modelled on the orifice fitted to the 1000. It's 40 grams lighter (the cow..... on a blunderbuss weighing 8.6 kilos.....), but more importantly, it's in a lower position, making it easier to install suitcases.

A spectacular facelift for the 650 V-Strom. And underneath? It's a real tour de force: the bike looks entirely new, even though it's based on an identical chassis. The aluminum perimeter frame and swingarm remain unchanged. A bit of plastic has been removed from the sides of the tank to make it easier to put your feet on the ground, by tightening the crotch. On the other hand, the spoked wheels have gained 100g. Not huge in absolute terms, but a real plus for liveliness.
As before, the little V-Strom is fitted with a 43 mm fork, 310 mm disc brakes with 2-piston calipers at the front and 260 mm with single-piston calipers at the rear. It's a far cry from the notable evolution of the GSR when it became the GSX-S 750, but the pretensions aren't the same. Suzuki relies on classic, tried-and-tested solutions.

Except on the dashboard. Here, too, the instrumentation has been taken from the big V-Strom. A compact, almost sporty unit, with a large needle-type rev counter and two digital windows. The first is dedicated to speed and gear, the second to trip, TC level, fuel, water temperature, outside air temperature, fuel consumption, etc... As for the 20-liter fuel tank, it's sure to give you plenty of range.

A revised seat, one kilo less weight and Bridgestone A40 tires round out the 650 V-Strom's list of improvements.
Suzuki is standardizing styling across its entire trail range, with a necessary stylistic boldness that won't be to everyone's taste. Underneath, the evolution is less spectacular but still noteworthy, allowing this 3rd generation to challenge the sector.
For a more adventurous side, an XT version accompanies the V-Strom in the catalog. With the same face, spoked rims, engine cowling and hand guards.

M.B - Manufacturer's photos