Suzuki SV650S

This is one of those stories where the biggest danger is deciding it would be easier to give the maker a cheque than return the test bike. Most manufacturers have some pretty interesting kit in the hard-fought middleweight class and the latest incarnation of the Suzuki SV650S is, to put it simply, a gem.

It won't match the full harem-scarem performance of the pukka 600cc world supersport contenders (GSX-R, CBR, R6, ZX-R and the like), but will eat them for breakfast when it comes to all-round usability.

Why? Because it takes less effort to get the most out of the machine, it runs a more easy-going demeanor, and the ride position is sporty without being punishing. On the other hand, if track days are your main bag, the supersport toys own the territory.
Let's have a look at it...

Familiar package
Anyone who has followed the fortunes of the SV series, since it was first launched internationally in late 1999 for the 2000 model year, will be familiar with the basic plot: lively liquid-cooled V-twin matched to both naked and half-faired styling packages.

It underwent a major rework for late 2003/early 2004 internationally, when it gained a completely new, stiffer, frame, while the engine scored some tweaks - most notably fuel injection. The S, which is a recent local release, follows the naked version's angular styling and looks significantly different to its predecessor.

Mechanicals are a classic 90-degree V-twin layout with four valves per pot (11.5:1 compression), for which the manufacturer claims a relatively modest 70 metric horses (ps) at 9000rpm. If anything the claim is modest (something of a trend at Suzuki lately), as we've seen dyno runs showing mid to high 60s at the back wheel. The highest was 67. Torque hits a peak at 7000rpm - high, but not stratospheric.
The transmission is the usual six-speed box with wet multi-plate clutch and chain final drive.

Chassis spec is conservative by current standards. The frame has beefy alloy beams, but the front suspension is basic 41mm fork matched to simple rectangular-section section monoshock rear. Geometry at the pointy end is lively but not extreme, with basic numbers set at 25 degrees for rake and 100mm trail. Adjustment is spring preload-only at both ends.

Braking is where the performance purists might want to take issue, as the front calipers are a relatively low-spec pair of two-piston items. It may not impress the propeller-heads, but seems perfectly adequate for a 170-kilo (claimed dry weight) machine with good but hardly tyre-shredding horsepower.

And creature comfort? Instrumentation is the now familiar mix of analogue tacho and digital speedo, with some electronic extras such as choice of trip meters and the like. There is two-up accommodation, but I'd be treating the rear seat as a joyride perch rather than something you'd use for a long trip. Speaking of long runs, the fuel tank is a relatively modest 17-litre item.

On the tar
The spec of the Suzi belies its ability on the road. Performance is lively by any measure, though you're in the wrong saddle if big speeds down Gardner Straight at Phillip Island are your bag. It will bust the 200k/mh mark - but not by much.

Low-end power is strong, to the point where the bike has copped some mild criticism overseas for being a little too willing at low revs for the inexperienced. I'm not sure I agree - yes, it's willing, but a little familiarity will overcome that factor.

The SV is clearly tuned to maximize the midrange, with circa 3500 to 7500rpm being the sweet spot. It likes a few revs on board and is ultra willing in that zone.

Top-end is less spectacular - it tapers off rather than developing a supersports rush -- but meets the expectations of any throttle jockey this side of sane when it comes to road use.

The gearbox and clutch are typical Suzuki - light and accurate.

Steering is just plain nice. Sharp, reasonably quick and entirely predictable. It's at least as good as anything in class and, because of the light and sorted overall package, can be hunted along a sports road with considerable success.

Fuel consumption is pretty light - we scored an average of 17km/lt with 20 achievable.

As for suspension, you can fiddle with relative ride heights front and back, which opens up the possibility of setting the overall stance of the bike to suit your tastes. Damping is factory-set. Not ideal, but the rates will cover most contingencies. You can always opt for higher-spec gear once the stocker dampers wear out.

In the market
As a whole, the SV comes across as a well-finished and 'together' motorcycle with lots of performance. We gave Hyosung's similar-spec GT650 a glowing report recently, and have to say the Suzuki is a couple of notches further up the development hierarchy -- just that little more sorted and better finished. However the Hyosung has higher spec in some areas.

This raises an interesting challenge for the would-be buyer, as the Suzuki is a little more expensive and both machines have their pros and cons. The SV costs $11,190 and is more than competitive with its Korean rival. It's great value for money in its own right and, with price taken out of the equation, is the pick of the litter.

Sidebar
Mid-size Vees - a sentimental favourite

Mid-sized V-twin street and sport bikes are anything but new and have long held a special place in the hearts of riders - particularly those with an interest in Italian classics.

Two engine configurations are common - transverse crank with the cylinders along the frame (Ducati and now Suzuki) plus longitudinal cranks with the cylinders across the frame - typically Moto Guzzi. Honda has done both, in numerous models.

Ducati's 500 Pantah series, which grew to 650 (1984), won a lot hearts from its introduction in 1980 and now qualifies as a desirable classic. The powerplant, with its belt-driven Desmo top-end, was the spiritual forbear to the company's current air-cooled sports machinery.
Moto Guzzi had an equivalent in its V50 Monza (from 1978) which eventually grew into the exciting but fragile 650 Lario (1985). Though nowhere near as successful as the Ducatis, the Monzas have a lot of fans.

Let's not forget Moto Morini with its 350 twin (1977), which grew to 500 in 1978. A recent relaunch of the brand seems to be struggling.
If you were looking for a manufacturer who really explored the genre, you could do worse than Honda. It launched the CX500 in 1978, the CX650 in 1983, it turbocharged both the 500 and 650 (the latter is super-rare), tried the VT500 in 1983, and launched an NTV650 road twin in 1989.

Likes/dislikes:

SV650S spex:

ENGINE:
Type: 4-stroke liquid-cooled, DOHC, 90o V-twin, 8-valve
Claimed power / torque: 70ps @ 9,000rpm / 6.3kgm @ 7,000rpm
Bore X Stroke: 81.0 x 62.6 mm
Displacement: 645cc
Compression ratio: 11.5 : 1
Carburetion: 39mm SDTV fuel injection
Oil capacity: 2.7 litres
Ignition: Digital electronic
Starter system: Electronic
Lubrication system: Wet sump

TRANSMISSION:
Type: 6-speed constant mesh
Primary drive ratio: 2.088:1
Final drive ratio: 2.933:1

CHASSIS AND RUNNING GEAR:
Frame type: Aluminium-alloy truss frame
Rake/trail: 25 degrees/100mm
Suspension front: Telescopic, 41mm inner tube, preload adjustable
Suspension rear: Swingarm, progressive linkage, 7-step spring preload
Wheels front: 3.50 x 17 inches, cast aluminium alloy
Wheels rear: 4.50 x 17 inches, cast aluminium alloy
Brakes front: 2-piston calipers, dual 290mm discs
Brakes rear: 1-piston calipers, single 220mm disc
Tyres front: 120/60ZR17
Tyre rear: 160/60ZR17

DIMENSIONS AND CAPACITIES:
Fuel tank: 17.0 litres
Overall length: 2,085mm
Overall width: 730mm
Overall height: 1,170mm
Wheelbase: 1,430mm
Ground clearance: 133mm
Seat height: 800mm
Dry weight: 169kg
Dry weight: 169kg

MISCELLANEOUS:
Colours: Pearl Yellow, Pearl Red
RRP $11,190 ($10,290 for the naked version)
Warranty - 2yr unlimited km
http://www.svrider.com/sv650.org