Motorcycle specifications SuzukiSV 650 2023 A healthy reunion

The SV 650. A Suzuki presence for more than two decades, we never tire of seeing it, even if it looks wiser and wiser compared to the competition. It could do with a facelift. For the time being, its creators have been content to adapt it to Euro 5. This hasn't changed its good looks or its silhouette, but as far as the engine is concerned.... it's been skinned on one side and smiling on the other.

The twin has lost 3 horsepower in its update. That's about 2% of its power. On the other hand, it gained a little rpm to deliver its maximum torque earlier - at 6,800 rpm instead of 8,100 rpm. Here it is, extended for some time, smiling at the tempo of the cylinders and the breezes of the moment.

Suz doesn't seem to mind, but in reality, the SV is regularly fine-tuned. Something has changed in the right-hand lever response since 2019. Let's take a closer look: the brake calipers have gone from 2 to 4 pistons. A plus for braking, a timid evolution for this friendly machine that has a bitter fight on its hands against the MT-07 and Z 650. However, its revival was noticed.

That was in 2016, the year that saw the return of the SV, after a long hiatus filled by the unloved Gladius. And yet, the excellent mid-displacement twin that took so many riders on the SV, SV-S and V-Strom was always exciting. But the setting wasn't necessarily up to the task. Let's forget about that and see how Suzuki's little roadster is trying to recapture the aura of its first love.

The years have passed, and the SV has mellowed. Or rather, it hasn't followed fashion like its friends. Impertinence has accompanied the evolution of mid-range roadsters. Not so for the Suz, whose design seems to have come out of a cardboard box stuck in the late 90s. It's not ugly, not at all. In fact, it's elegant and pleasant to look at, the Gladius 's emetic pot has finally been consigned to the dustbin, and the return of a round headlight is infinitely more appreciable than the previous strange hazelnut. Yet the enthusiasm isn't there. The SV 650's desire to be wise and well-behaved has made it almost anonymous. But not necessarily any less interesting.

anyone who knew the first SV will find it here, refined, modernized, and finished off in fine style with a very GSX-R light. And naturally, we're going to take a close look at the chassis. That's where we'll bite our teeth. We loved the aluminum frame of the first generation; for the third, it'll be the tubular steel trellis of the Gladius. Like Ducati? Yes, without the Italian charm. As long as he gets the job done, we won't hold it against him. It's up to him to prove it.

Yesterday and tomorrow, the roadster that wrote a great page for Suzuki can count on its twin-cylinder engine. Smooth, easy, furious and beyond reproach, it was an engine that everyone praised. The mechanical department didn't let it sleep. And as if to put the Gladius episode behind them, some sixty new parts were added to the engine. Power climbed to 76 hp at 8500 rpm (re-indexed to 73 since Euro5). A benefit not enjoyed by the torque, which is constant but perched higher in the revs than before. Frugal, the mill is said to consume just over 4 liters per 100 km. Yep..... Sure, but at stabilized speed in a hangar with a throttle that never moves. Does Suz want to be like all the other manufacturers, announcing consumption figures worthy of automotive hypocrisy?

It's not lost on you, or on the SV either: these are times of advanced electronics integration. Traction control and driving modes are everywhere. It's a different story for the heart of the 645 cm3 twin. Suzuki has fitted the "Low RPM Assist", a low-speed assistance system that facilitates changes when the pistons are moderately agitated. Not a bad idea, and a wise one for novices. You can't handle a two-wheeler like a super-smooth 4-wheeler. Don't play with the throttle or you'll get hiccups. The "Low RPM Assist" will smooth things out.
As for the starter, it's backed up by Suzuki Easy Start. The GSX-S already knows this. One press on the button, no need to hold it down, and the mill continues on its own until it's coughing regularly.

with 140 new parts in all, the SV 650 has come a long way since the SVF. And it's lost weight: 8 kilos less. That's under two quintals, even with ABS. This little beast has weighed just 2 kilos in recent years. Anecdotally, the 2016 SV weighs 197 kilos fully loaded, while the 1999 model weighed just 189. Makes you wonder what they're eating.

This return to basics is synonymous with simplicity. The chassis doesn't show off: standard 41 mm forks, any type of square-section swingarm, axially-fixed 4-piston brake calipers and few adjustments. All of which helps keep the price down. The instrument panel has not chosen to return to needle dials. It's a digital window identical to that on the GSX-S. The only differences are certain indications, such as the absence of Traction Control or the lower engine speed.

The SV has returned to its roots. This is good news, but it's not sufficiently rewarded by a design that's too aseptic (in our opinion). Let's hope that a sparkling character and a pleasant drive will take the sting out of emotions.

M.B - manufacturer's media