Suzuki SV650

These days, however, bikes and motorcycling in general is a totally different bunch of bananas. All-rounders are now more the exception to the rule, with the vast majority of powered two-wheelers easily slipped into any of the above or other pigeon holes.

Not so for one of Suzuki's new faces on the Australian scene though - the SV650.

LET'S GET NAKED
The SV650's half-faired 'S' stablemate has been roaming Oz since early 1999, but the new variant has arrived with several changes: some obvious, some not.

Heading up the 'obvious' column is the lack of a fairing - while the SV650S was designed with a heavier emphasis on comfort, the new kid on the block has dispensed with the bodywork, which - in my books at least - only adds to its 'hooligan' appeal.

Throw in new mirrors, a greater steering lock (even better for battling your way through city peak hours), lower gearing and higher, motocross-style handlebars (the 'S' has clip-ons), and the SV650's streetfighter leanings become ever-more apparent.

Not that the trimmed-down version is set to replace its forebear. Unlike Honda's bikini-faired Hornet S (which replaced the naked version in the Aussie market), the SV650 will be sold alongside the 4kg-heavier SV650S, offering two different twists on the one plot.

LIGHT AND MANAGEABLE
The 'S' struck me as a competent machine when I first sampled it two years ago; competent, if a little dull. But after an overnight weekend trip and 700km, I can safely say that 'dull' isn't a word I'd apply to this V-twin - not by a long shot!

The front wheel rears itself skywards with an easy flick of the clutch, while good brakes ensure the anti-social antics don't have to be confined to the front end of the bike.

Throwing a leg over the SV650 instantly reveals the bike to be light and manageable, although at 805mm, its claimed seat height is a little on the higher side, and 15mm higher than my own Honda Hornet.

The SV's controls are typical Suzuki (ie excellent), and although the six-speed gearbox is a little clunky by the marque's standards, it's still right up there with the best of the competition.

Around town the SV truly excels - nimble, agile, light, slim and punchy, I'm sure the naked SV is sure to find its way into the hands of many a courier. And the mirrors are great.

YELLOW MEANIE
The 90-degree, V-twin powerplant pumps out a healthy 90ps and 6.3kg-m of torque, which is plenty for a light package like this.

There's useable power from a low 2000rpm, but the broad spread of oomph from 4000rpm to 7500rpm is where I found I spent most of my time.

After 7500rpm the donk still revs freely in all but the highest gears, all the way up to the 10,500rpm redline - and with barely a hint of vibration anywhere.

And even though the SV's been geared down a tad in this guise it's still relatively at home on the highway, something I found out first hand on my way to a buck's weekend recently.

The 'buck' in question had planned a weekend of dirtbike riding, water skiing and stubby destruction in the convenient location of Barmah, near Echuca, on the New South Wales/Victoria border.

HEAD OUT ON THE HIGHWAY
Enter the SV650 in touring/rally mode, packed with everything I needed for a camping weekend of excess. The tailpiece bows out either side like many modern bikes, but some gaffer tape ensured my soft throwovers weren't going to scuff the bodywork.

A broad grabrail and four ocky hooks made tying down a bag an easy affair, and the bag then formed a rudimentary backrest, as the pillion seat is a separate, raised item from the rider's seat.

Speaking of seats, the SV's is better-equipped to handle city sprints than long, country miles - my backside started to ache after only 150km had passed under the wheels.

But that and the additional buffeting from the lack of a fairing aside, the SV proved, to be more than capable on the long haul. Cruising at 100kmh saw 4400rpm on the tacho, while pick-up from 120kmh in sixth was surprisingly healthy.

QUITE A LOOKER
An average fuel economy of just under 16km/lt combined with a 16lt tank sees fuel stops coming up every 220km on the open road.

In the twisty stuff the SV rides the bumps well and has some decent ground clearance too.

For its $9990 (plus ORC) pricetag the SV is quite a looker. The tacked-on tacho looks a little odd, the sidestand's on the agricultural side and the fake carbon-fibre speedo surround doesn't exactly push my buttons, but by and large the SV looks the business, with both good quality paint and bodywork.

One thing I would be on the lookout for though would be an aftermarket pipe though - the stocker's incredibly quiet; it'd be nice to hear a bit of that V-twin note.

PERFECT ALL-ROUNDER
Yep, the naked SV can be many things to many people - courier rocket, weekend fang machine, rally packhorse, weekday commuter or weekend tourer - and for a good price too (Honda's Hornet S is $700 dearer).

The SV has been a hit in middleweight-mad Europe - and was Australia's top-selling 'naked' in 2000 in SV650S form. It looks set to continue that success in 2001... Rod Chapman. Photos: Stuart Grant