Suzuki SV650

Back in December 2001 if you'd asked me to name the bikes I'd enjoyed riding most that year, at the top of the list would have been the brilliant Suzuki SV650.

In this Hindsight we have a look at whether time has taken its toll on the little SV and find out whether buying a used example still makes as much sense now as it did then.

HISTORY
As we said - launched in 2001, the K1 featured a 645cc, 90-degree, 8 valve, liquid-cooled V-twin engine and appeared in two versions, the standard unfaired SV650 and the half-faired SV650S. Although both bikes appeared to be basically the same, the un-faired model differed in that, apart from the obvious bodywork differences, it had slightly lower footrests, an extra tooth on the rear sprocket and its geometry make's it slightly quicker steering.

In 2003 the K3 reappeared wearing a new chassis, a sharper set of clothes, suspension changes and more significantly more power thanks to the addition of fuel injection. And so it remains to the present day.

ON THE ROAD
Most of the SV650's appeal comes from not just being cheap, but also having such a broad spread of abilities that it appeals to a vast range of riders. Ideally suited to nannying novices through the all-important formative years of gaining experience, it is equally adept at touring and commuting as well as being a potent tool in the right or I suppose wrong hands.

As a commuter the SV is brilliant. It's easy to steer into lock-testing gaps and happy to dawdle down to a feet up dribble courtesy of faultless fuelling through the 39mm Mikunis, light steering, light controls and a claimed light weight of just 165 kilograms. With a seat height of 805mm and a fairly narrow tank most riders can achieve both comfort as well as feet down confidence when stationary. The handlebars on the un-faired version are obviously more suited to city duties than the fairly high but droopy-eared clip-ons, No matter what, judging by their sales and the number you see on the roads, both variants are agreeably comfortable over long distances.

As far as doing the twisty tango goes the SV is much more capable than its specifications suggest. Admittedly the front end is marshmallow soft and can get noisily disgruntled if you're really brutal by topping and bottoming out, but it's not irredeemable and a simple change of fork oil achieves wondrous results. The rear shock was a budget item from new and although it was perfectly acceptable back then, by the time 15-20,000km has appeared on the odo, chances are the damping has done the best damping it's going to do and a replacement will be due. As for the chunky alloy trellis chassis, it's so much more capable than its looks suggest that you really start to wonder why you'd pay more for an exotic name on the tank.

As we're dealing with equipment, once again the same budget approach has been applied to just about everything from the wacky but tacky asymmetrical speedo unit on the un-faired model to the twin piston calipers that arrest the discs on both. Not that there's anything actually that wrong with any of it if you just need things to work well and provide enough to get by. Lights and electrics? Well it's all standard fare and satisfactorily unremarkable.

As far as the brakes go, I guess the story is the same - although the twin piston calipers and 290mm discs backed up by a 240mm unit at the rear will save your life. Strong enough to reward a strong grip by launching the rear wheel skyward, but sensitive enough to allow fingertip control should the need arise. Nothing special but perfectly adequate.

Fuel consumption - expect around 18km/l and a range of at least 250km.

IN THE WORKSHOP
It would seem from those who work on them that the SV has a solid reputation for reliability. Paul from the workshop at BTX Motorcycles in Ferntree Gully, Victoria who lent us the absolute pearl of an SV shown in the photos reckons he's never struck a problem with them and is particularly impressed by the way the valve clearances stay within tolerance over long periods.

When it comes to service costs, a minor service by the book every 6000km will set you back about $220 including oil and parts An intermediate service at 18,000, that includes an air filter, costs around thirty dollars more, while a full service every 24,000 that includes valve clearances will total about $330 including parts.

If you're the sort that likes to get involved the good news is that the SV is a home mechanics friend, allowing access to just about everything although the carbs can be awkward to get too.

ANY PROBLEMS?
OK, let's start with the things that may be wrong with this puppy. First up, a trawl through the owner's web sites reveals that there have been a few problems with the cam-chain and tensioner. However, this seems to have been limited to very early models - and later models benefited from a redesign. However it's still worth listening for a tell-tale takkatakka at lowish rpm. Listening to a few to get an idea of what they should sound like is always a good idea before you start looking for your very own.

Next, there's the misfire in heavy rain or just after a big bath that indicates the front plug can't function under water. Drying it out and administering a healthy squirt with a water-dispersant like WD40 usually fixes things. However, if the problem persists then the problem could be the electrical contacts in the tacho rather than the plug lead or cap. Disconnecting the tacho reinstates the missing cylinder. I think long term I'd be looking at a small fairing like the one fitted to a Ducati Monster or a Buell Lightning to keep the water away.

All the usual things relating to consumables apply here, Check their condition, make a list and estimate what they'll cost to replace. Unless they're completely un-roadworthy it's unlikely the person selling will drop the price by the full amount, however he or she may be prepared to meet you half way. Naturally you should look for crash damage on the bits that stick out, this should include the gearlever as a drop on the lever can bend the shifter forks, unless you're happy the price is low enough to reflect the damage, be prepared to walk away.

When it comes to one-wheeled shenanigans the SV is the absolute dog's goolies so check the steering head and wheel bearings - especially on the brilliant to wheelie un-faired version that may have been the victim of not-so-brilliant technique. While you're at it check the fork seals that also fall victim to the same ineptitude, as well as the clutch and gearbox. On the test ride, the gearbox should shift sweetly through all the gears without jumping out under acceleration and there should be no slipping or juddering from the clutch.

MODIFICATIONS

ENGINE: There's a lot you can do yourself to an SV - just look on the net. These things have a cult following. The obvious things are the pipe and ubiquitous jet kit that will liberate up to 8bhp as well as improving throttle response. Opening up the hole in the airbox helps too. A full system is the go if you can afford it although an end-can does a pretty reasonable job. Need more? Then there are big bore kits available using Wiseco pistons to boost capacity to 700cc or you can shop overseas and get a 750 or 800 kit along with cams etc etc that will net close to 100hp. If it was me I'd go the 700cc route and settle for a useful 70-80hp.

SUSPENSION: As we said the forks are pretty soggy, so a revalve, springs and heavier oil will reap huge benefits. At the rear take the shock out and throw it far, far away. The reason is that the unit from an early GSX-R1000 or 600 will go in and offer masses of adjustment and sophistication especially if you have it fine tuned by a suspension guru like Peter Clements at ProMecha. Apparently a pre 96 GSX-R USD front-end will go in too, along with the wheels from a 750/1100 although I don't actually know anyone who's gone this far in Australia. If you've done - it send us a picture.

Slightly more mundane but definitely worth it is a front guard extender as the standard unit is there under false pretences and does little more then let crap coat the casings and header pipe where it bakes on to a nice dull brown. Still with the mud minimisation program - get a rear hugger to save the nice GSX-R rear shock you've just installed.

COMFORT FACTOR: Try some handlebar risers from someone like Mick Hone or Franks Racing to suit the S to get a more wrist-friendly riding position that still gives a sporty feel. A double bubble screen would look good and help in that regard too.

TYRES: The SV rocks in the twisties, even stock standard - do yourself a favour and get the stickiest tyres you can afford and get out there.

WHICH ONE?
The SV650 joins the select few bikes like the Norton Commando and the Triumph Speed Triple that I would seriously consider owning again. The early carburetted versions are real cheap and even the new fuel injected models are easily affordable. However for me it's the un-faired and carburetted machine cos they look so darn good, are easy to tune and I just love the attitude of the thing. Bottom line though - it just doesn't matter because, in truth, there isn't a dud SV out there.

LIKE THE TEST BIKE?
We reckon it's one of the sweetest we've ridden. 7000 km, it sounds a treat and it's only $8590. Contact BTX motorcycles on (03) 9752 2011

Five yes five stars - Just like Guinness - BRILLIANT!

LOVED IT
User-friendly engine
Value for money
Competent handling

LOATHED IT
Tacky tacho - un-faired version
Crap mudguards
MEZ4 tyres take forever to warm up

SPEX
SUZUKI SV650

ENGINE
Type: Four stroke, liquid-cooled, DOHC, eight valve 90 degree V-twin
Bore and stroke: 81 x 62.6mm
Compression ratio: 11.5:1
Displacement: 645cc

CHASSIS AND RUNNING GEAR
Frame: Aluminium-alloy truss
Front suspension: 41mm non-adjustable forks
Rear suspension: Rising rate monoshock, preload adjustable

DIMENSIONS AND CAPACITIES
Dry weight: 165kg
Seat height: 805mm
Fuel capacity: 16 litres

PERFORMANCE
Power: 68hp at 9000rpm
Torque: 6.22kg-m at 7400rpm

GLASS'S GUIDE

"Comprehensive insurance: Calculated using Western QBE private use insurance premiums allowing for a 30 year old rider with 60% No Claim Bonus (Rating 1), cover restricted to policy holder only, travelling less than 8,000km a year and living in Melbourne. GST and stamp duty are included. Other options are available - please call 1800 24 34 64 for details."