Suzuki Gladius

WHAT WE LIKE

NOT SO MUCH

No, the answer to that question is the gladiola, and I just missed out on procuring one when Dame Edna performed in Australia a few years ago. Instead, I received some saliva on the head courtesy of that famous political attache, Sir Les Patterson, who was also in town at that time. At least I didn't leave totally empty handed.

If you really want to know, Gladius is a Latin word for sword, the type of which was in service from 4th century BC to 2nd century AD, weighed about 1.2kg, and was 80cm long. It was the weapon of choice for the Romans as they conquered the Iberian Peninsula.

So what's this Gladius thing all about then? It's Suzuki's newest middleweight V-twin, which is very much based on the SV650 template, but with foxier styling.

The SV650 has been a real success story for Suzuki and, what started out as a simple runabout, became something with far more universal appeal. It even became a racebike for some after some suspension and breathing work - all the while being one of the best learner motorcycles on the market.

While the Gladius - SFV650K9 for those who can't bring themselves to utter the Latin moniker - is pretty much the same as the SV650 underneath the skin, but on the surface the story is quite different.

Gone is the pedestrian styling of the SV650, with the staid look replaced by sexy European-flavoured sparkle, including a two-tone blue/white livery (it's also available in black), a swoopy BMW-like headlight, Ducati-like trellis frame and a shapely muffler, rather than the dull of old. It also looks a lot svelter, although there is probably little difference in weight.

Even the bit of radiator plumbing on the Gladius, which usually equates to ugly, doesn't stand out, and is simply absorbed into the whirl of colour.

In Australia, the Gladius is available in full-power and LAMS configurations, with BikePoint testing the latter.

Meanwhile, SV650 is still available locally, but Suzuki Australia has confirmed there will be no more shipments coming in of the venerable model.

In full-power mode, the V-twin produces a healthy 70hp, which is more than enough for sporty riding. The exhaust note also has a lot more growl than the SV650's, particularly on the over-run.

Of course, the LAMS version of the Gladius doesn't reach the 70hp summit, but geez it's hard to tell sometimes - and I betcha more than one experience motorcyclist has been caught out thinking they are on the full-biscuit rather than learner's fare.

At a third to half throttle, the LAMS version pulls from a standing start with surprising authority, with all that mid-range power underwriting the effort. It's only when you reach for a handful of revs, really anything above 6500rpm, that the difference between the full-power and LAMS bikes is really noticeable.

During a mix of open and urban riding, the Gladius chewed up 4.96lt per 100km, which is frugality at its best. The bike has a 14.5lt tank.

The Gladius has 290mm discs, gripped by four-piston Tokico calipers. On the rear there's a single-piston Nissin caliper. The wheels are five-spoke 17-inch cast aluminium-alloys, with Dunlop Sportmax Qualifier rubber.

The suspension on the Gladius is a job well done. It's basic hardware - 41mm telescopic fork and monoshock, both with preload adjustment - but it's certainly not a sponge bath, with the springs quite stiff and the damping stout.

It certainly has its limits in a true sporting sense, but for normal street riding punctuated with the occasional aggressive overture, it really is spot-on.

At 785mm, the seat height is quite low, but there is also a 20mm higher perch available as an option. Really, that's not something you'll probably find yourself coveting, as the rubber-mounted footpegs are positioned quite low, making the whole ergonomic package quite comfortable.

There's a tasteful instrumentation cluster, dominated by an analogue tacho with black background. There's a gear display inset on the tacho, while to its right is another LCD display, dominated by the speed function and also featuring two trip meters, a clock, odometer, and kilometres travelled since the fuel light came on.

The latter is a handy feature in lieu of a fuel gauge.

Passengers are not short-shifted on the Gladius, with the flat, broadly shaped seat for the rider also working its way back to the off-sider, who also has a couple of grab rails to hold onto.

Price? Glad you asked. As you may have read elsewhere on BikePoint (if you haven't, it's here), the Australian Consumer and Competition Commission has just introduced a system which seeks to place the onus on advertisers to provide an all-in price for motorcycles, which can vary from state to state in accordance with different statutory charges applicable.

What I can tell you is that the Gladius, pre-May 25, when the new legislation came into force, was $10,490 plus on-road costs, but I now implore you to contact your local dealer for more detailed pricing information.

For the list of Gladius accessories, click here.

It also has excellent roads manners, and a real 'flickability' factor that comes with a low centre of gravity, upright handlebars and a 1445mm wheelbase. It's also nimble, and eats up u-turns for breakfast.

That all adds up to travail-free commuting, and damn good fun on a weekend getaway.

The clutch and throttle are both very light, while the electronic fuel injection responsive in all situations.

I'm mightily impressed, and I'm sure the novices who purchase the Gladius LAMS will be too. Style, substance and excellent build quality have combined to come up with an absolute beauty.

Dame Edna - please throw a Gladius at me.