By: Barry Winfield

Suzuki brought its Europe-intended DL1000 V-Strom to the U.S. market a couple of years ago on a try-it-and-see basis, and the strange-looking sport enduro tourer (as Suzuki calls it) found a steadfast group of followers. It must be the two-wheeled SUV effect I suggested when the bike first got here. You know, the hint of adventure implied in the big wheel, Paris-Dakar racer format.

Whatever, Suzuki has followed up with a smaller version of the same bike, known variously as the V-Strom 650 or DL650 V-Strom, using a modified version of the brilliant SV650 engine. At first, this seems like a move backward. Bikes like this perform a touring role—the rubber-faced luggage rack on the tail drives that point home—and touring bikes are usually blessed with big, torqued engines to pull passengers and luggage.

But that is to underestimate this modest-sized V-twin. Turns out this bike can haul the freight quite well when ridden solo. Experience with the SV650 suggests it’ll do okay when riding two-up, too, but we’ll have to wait and see.

But even if this bike confines itself to the solo long-distance tourer/adventure market, the attractive price ought to pull in those lonely Marco Polos. At $6,599, the 650 V-Strom handily undercuts the usual line up of so-called adventure tourers.

Suzuki retuned the middleweight V-twin for its new role, making it more flexible in mid-range by changing the camshaft timing and air-cleaner box volumes. Combined with the single high-volume muffler, these changes account for about a five-percent better response in the 4,000 to 6500 rpm range. For smoother cruising, Suzuki added a little extra flywheel mass and shortened the final-drive ratio. The V-twin incorporates a sophisticated dual-valve fuel-injection system developed for its sporty sibling, and the revised power plant suits its new role to a tee, providing muscular midrange response with quite a strong hit as the revs climb to the engine’s 8800 rpm power peak and beyond.

The bigger V-Strom’s frame was adapted for the smaller engine, and utilizes a rear swing arm that looks a lot like the one on Suzuki’s SV models, with a Showa rear suspension that features a knob-controlled remote preload adjuster. Up front is a 43mm fork the same size as the DL1000’s equipment, but with conventional rather than cartridge valving, and spring preload adjustment only.
The 650 V-Strom’s wheels and brakes are the same as on the bigger bike, but the use of less-expensive dedicated components helped hold the price—and the weight—down to reasonable levels. As a result, the “little” V-Strom does not feel like an underpowered version of its bigger brother. Actually, it feels quite light and maneuverable, and has the same easy-to-ride charm.
Because the fairing and instrument package has been redesigned for the 650 model (soon to be adopted by the DL1000), the bike even looks better. The fairing wears a shorter skirt, which makes the bike appear less nose-heavy.  Better yet, the fairing and side covers of the 650 V-Strom are narrower than on the bigger version, for a comfortable seating position, and the seat is nearly an inch lower.

Electronically driven analog gauges are tidily housed in a triple-circle design, and perform a full range sweep every time the ignition is initialized. A new windscreen is fitted, with three-position adjustability. Adjustment requires the removal of the screen itself, then the bracket, but it’s only a five- or ten-minute operation, and you’d likely leave it once you’d moved it.
Otherwise, the bike is a lighter, more nimble version of the big V-Strom to ride. Which means it’s pretty athletic, despite the tall and skinny 19-inch front tire. This bike can provide as much adventure as you are likely to need, able to lean until the footrest feelers touch the ground, and able to chase sport bike riders in twisty going.

The wide, upright bars and generous seat area make long trips comfortable (I can remember wondering why my companions kept wanting to stop on a trip to Monterey one year while astride a DL1000), and the big 5.8-gallon tank promises a considerable range. Here, the 650 offers a compelling advantage—the big liter twins are pretty thirsty.

The smaller engine produces less vibration than the bigger motor too, without the low-rev thudding or high-rev tingles occasionally felt on the big one. And despite its lower power output, the 650 engine suits the role of this bike in nearly every circumstance I can consider. Having ridden a SV650 with a pillion passenger, I know that space, rather than power, is the primary disadvantage on that machine.

With its generous wheelbase and passenger accommodations, that’s not an issue on the V-Strom. In fact, my biggest criticism has more to do with my height than anything else. The windscreen is just a tad too low (even in its highest-of-three positions) to reduce an annoying wind rush around my helmet.

But it won’t be long before an aftermarket screen becomes available, so don’t let that put you off if, like me, you have a long torso. If you also fancy the unorthodox style of the bike, and see your riding needs in a realistic light, go buy one and watch your sport bike-riding buddies writhe in discomfort on the long trips.  Then think about how little you paid for your 650 V-Strom. If that doesn’t make you smile, your face is stuck.

2004 Suzuki DL650 V-Strom

Base price: $6,599
Engine: 645cc DOHC V-twin
Horsepower: 66 at 8800 rpm
Torque: 44 lb-ft at 6400 rpm
Transmission: 6-speed
Fuel capacity: 5.8 gallons
Mileage (as tested): 00 mpg
Dry weight: 417 pounds
Seat height: 32.3 inches
Wheelbase: 60.6 inches