Suzuki SV1000S

You'd quickly lose count of the number of times Suzuki's top brass informed the assembled press that the SV is a V-twin fun machine. This isn't a racebike and there was no track to test it on - that would be too serious. This is a V-twin fun machine, remember.

Suzuki chose to bring the world's press to southern Spain for the SV1000S launch, in search of good weather, great roads and relaxed policing to let the fun flow. You might think Australia would be a better option (Suzuki is launching the 2003 GSX-R1000 here) at this time of year, but the police held the key. Words in the right ears seemed to have kept speed traps out of our way and the fun levels high. When one member of the press got stopped it wasn't for his excessive speed or wheelstands but just so the cop could get a good look at the bike. Nice, eh? Despite our Marbella base, just a comfortable couple of hours from the fantastic Almeria circuit, Suzuki was good to its word. Even though we rode closer and closer to Almeria, there was no track action on the launch. This bike is aimed at the rider who likes to have fun on the road. As we were reminded again.

There are some differences between the bike I rode and the ones that'll lob in Australia in April but other than details like the lights dipping the other way, they're limited to exhaust parts. With the Euro II emissions laws about to come into force, the bikes we rode were in Euro-spec, complete with catalytic converters and O2 sensors. While all models get an exhaust air-injection system that burns off free radicals in the exhaust gases, the Europeans get the extras to keep them happy. Power-wise it makes no difference.

POWER CUT
It's no surprise that the SV1000S engine is based on the TL1000S, but Suzuki's technical staff quote some 300 changes from the old engine to the new one - and some are pretty major.

The upshot is surprising, however. Suzuki happily admits to a drop in power and torque - 120ps and 10.40kg-m for the SV; 125ps and 10.51kg-m for the TL.

The difference is how and where it makes its power. The new SV engine gets a lot of detail changes that add up to big differences. Lighter internals give freer revs, while modified throttle bodies allow more space for the airbox and better breathing as a result.

It adds up to a machine that has separated its peak power and torque figures, giving a less peaky engine. With peak torque nearly 1000rpm lower than the TL, the SV has effectively boosted its mid-range grunt. And that's got to be good, since the TL was hardly asthmatic in the middle.

Another point to note is the weight. Or the lack of it. The SV1000S is claimed to tip the scales at an impressively svelte 189kg dry. That's a good bit lower than many other litre-class twins you'll find.

Styling is a clean update on the SV650 look. With more modern, angular lines, the litre bike is sure to find many fans, but without doubt the most striking feature is the lighting. Up front, the twin headlights bear more than a passing resemblance to the Buell Firebolt, but with the power on, the widely spaced side-lights make it more akin to Yamaha's R6. All four lights (two main, two side) come on together - and stay on when you switch to high beam. That gives a more aggressive look and - more importantly - an excellent beam when the sun goes down.

But it's the taillight assembly that really grabs attention. Twin vertical LED strips give plenty of light, and they're unmissable when the brakes go on. Legislation has sadly spoiled the back end - the sleekly upswept tail unit is overpowered by the heavy undertray and rear mudguard assembly.

The law demands a certain proportion of the rear tyre is covered and this is Suzuki's answer. BMW used the little huggers to achieve the same thing.

On the go, with the lights on, the original design shines through, but make no mistake, the after-market boys are going to have a field day with undertrays and the like.

You won't have any choice about having the lights on - there's no switch on the right-hand switchgear. Well actually there is, a hazard light switch. A nice touch, and one that Triumph has offered for some time, though one I was hoping I wouldn't need.

ENJOYING THE VIEW
With a row of bikes - all in silver, though a metallic bronze is also available - and the Spanish sun beaming down, everyone was ready to go. With one exception. As we geared up to take on some mountain roads in the foothills of the Sierra Nevada, Suzuki Australia boss Perry Morison was enjoying a different view. The bottom of the toilet bowl...

A wrong choice on the menu cost him dearly, but while he was feeling understandably sorry for himself, I was coming to terms with a delay-laden 40 hours on planes and in airports around the globe.

As the familiar V-twin burble began I thought to myself maybe it could be worth the pain. The stock oval pipes are quite high and narrow, with a reasonable sound. A little more of that V-twin soundtrack would be good, so aftermarket cans will sell well. Also some higher level ones to really tuck in. No danger of running out of ground clearance on the road, but like it or not Suzuki, the SV is going to find its way to the track. The factory has worked at making the SV1000S useable. Because, of course, useable is fun, and we all want fun.

Some V-twins are a bit tall in the saddle. Not the SV, which keeps you off tippy toes with its 810mm seat height. Width has also been kept down on the seat to aid that feet-on-the-ground feeling.

Up top, the tank has been shortened by 30mm compared to the TL1000S, reducing the reach to the bars to 560mm. Those bars are clip-ons, mounted lower and in a sportier position compared to some possible rivals such as Kawasaki's new $15,490 Z1000 or Aprilia's $21,990 Tuono Fighter. Other bikes in the SV1000S target market will no doubt include Honda's $15,990 VTR1000 FireStorm and Ducati's $18,495 Monster S4.

Getting comfy on the SV1000S is pretty much an instant thing, and amazingly that went for my 175cm frame as well as another journo's more lofty 195cm. Everything is where you'd expect, except perhaps the hazard light switch.

Under the seat there's a handy little space, enough to take my notepad and a small digital camera, but it's not completely sealed, so you can't put anything too small or delicate in there.

Pillions get a fairly generous seat, but the pegs are seriously tiny. They're pretty little things, and even carry a grippy rubber top, but even the most petite lady would struggle to get her plates on there properly. Blokes with size ten boots will find their heels sitting pretty firmly on the pipes.

The clocks - or should that be clock? - is a nice touch. It's interesting that since Ducati showed the 999 with its big single, central display, the rest of the world has been quick to follow suit.

Suzuki has created a neat dial. There's a big, clear analogue tacho and a sizable digital speedo below it. Around it, there's all the usual array of warning lights.

RIDING THE TORQUE
So with a bit of heat in the engine, it was time to head off. The instant impression is that the engine dominates the experience, as you'd expect. On the motorway, escaping the British/German holiday haven that is Marbella, the engine showed its flexibility. Up to 5000rpm it'll go, but the vibration tells you to try harder. Over 5000 revs it rapidly cleans up, and by 6000 it's happy. Seven grand is better and the engine feels really happy to thrust on towards 8000rpm. From here, the next thousand revs are the best in the range.

It's not intimidating, but you're riding between the crests of torque and power, and the gearing seems well matched to keep you there in the real world. There's a sizable jump from third to fourth gear, and if you're working it to around 9500rpm, that change drops you back into the magic zone so you can do it again and again.

Don't get the idea that it isn't worth revving beyond there, though, cos it is. The SV will happily rev on to the redline at 11,000rpm and beyond. In fact the ignition didn't cut out until about 11,750rpm on the dial, which gives you a significant over-rev facility should you need it.

One feature on the motorway marred the enjoyment, however. Over about 170kmh, the bars began to weave slightly. Not really badly, but enough to notice and that inevitably knocks your confidence. A stock steering damper prevents it getting worse.

Off the motorway and on to the roads we'd come to Spain for, the fun began to show more clearly. The spread of gears must have been developed on these roads, because the gearbox seemed to have the right cog for every corner.

The route to Ronda is a winding one, curving its way around bare stone cliff faces, and the corners are a mixture of tight and even tighter. Even the faster ones have you craning your neck for the exit and the road keeps bending away from you. It's the sort of place you could ride every day and still not learn - there are just too many bends, not to mention the odd goat on the road.

But if you did ride it every day, you'd have fun. Which brings us back to the SV1000S. A fun machine. In this environment another slightly disappointing trait showed its hand - the tendency to run wide. It's not too dramatic, but turning in needs to be a bit harder than you want to keep it on line.

Playing with the fully adjustable suspension helped - a little less preload at the front definitely improved the turning. Later in the ride, I discovered it also reduced the weave a little, so it may be that the stock settings don't place enough weight over the front hoop. Riders of all sizes and weights found the same thing.

The factory insists the settings have been developed in Europe as well as Japan, and reflect 80kg-plus westerners as well as the slighter Japanese test riders.

Be that as it may, there's no doubt that as a rider, I'd choose to jack up the rear a little and sharpen the front end to my liking.

BRAKING CONNECTION
For me, however, the brakes don't need any alteration. The front end is basically lifted from the GSX-R750 and there's a good balance of power and feel. Some riders may want more bite, but a change of pads could probably give them that. As it is, there's good feedback and for me that's the most important feature.

The rear brake is similarly well sorted. Rather than just an on-off switch to keep the legislators happy, this will please riders who like to trail the rear brake to set up for corners.

One of the biggest changes you can make to the character of this bike is you. It sounds obvious, but by changing your riding position, it's possible to really alter the feel from the front end. If you get over the front end more and really use your bodyweight, the feedback from the front tyre is improved. A more upright 'classic' stance seemed to make the front feel a little vague.

BRAVING THE COLD
Day two took us to Granada, home of Spain's famous Alhambra fortress. The ground is high, however, and it's cold in winter. Riding in summer leathers with snow on the side of the road wasn't ideal and didn't do much to build trust in the Michelin Pilot Sport tyres, but on the up side, it did demonstrate how well designed the SV's fairing is.

It may be small, but there was a definite pocket of still air that I could get into comfortably. If you really want to do the racer crouch, it takes serious effort to get right down on the tank, but a semi-crouch was enough to divert the minus 2¡C air from my neck. Time to put on another layer...

Refreshed with hot coffee and a high-collared jacket, the final leg saw us to Granada along more tight, flowing curves. And the grin plastered all over my mug told the tale. It might be cold, but the sun's on my back and the bike I'm riding is fun.

MAKING A CLASS?
Suzuki claims to have made a new class - the litre-class fun machine - but the real answer will come with the sales story and whether anyone copies it.

In the meantime, this will give the SV650 lovers of the world something to step up to. It builds on the smaller bike not only in capacity but also in technology, innovation and quality. It has a new frame design, fuel injection and fully-adjustable suspension.

It isn't perfect - but that may be a strength. Buyers of this machine are going to want to add to the fun, and that means making changes. Maybe some louder pipes, a taller screen and some changes to the suspension settings. After that it's down to personal taste. Important areas are good, however. The gearbox is a gem, with an easy action and no missed gears at all. Even neutral was easy to find. A couple of areas may want some cosmetic attention - the heel-plates on my bike were badly scuffed after two days. Carbon-fibre aftermarket parts, perhaps?

The fact is, this bike should be a sales success. Suzuki Australia hasn't decided on a final price, but if it keeps it down to $15,500 the SV should shift in volume. Speaking of shifting volume, I wonder if Perry's recovered...